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Celebrating Twenty-Seven Years of In Flight USA

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COVER STORY

NAVY LEGACY FLIGHT PROGRAM SHOWCASES NAVAL AIRPOWER Mixing today’s state-of-the-art fighter jets with vintage Navy and Marine Corps fighters from World War II, the Korean and Vietnam wars, including the F6F Hellcat and the North American Fury, brings nothing less that awe-inspired gaggles and applause from airshow audiences around the country.

Thanks to the United States Navy Legacy Flight program, aviation fans – especially military jet aficionados – can enjoy and admire these aircraft coming together to showcase the country’s naval airpower.

The United States Navy Legacy Flight program was established in 1999 with the distinct mission to safely and proudly display the evolution of naval airpower and to support the Navy and Marine Corps’ recruiting and retention efforts.

The Navy had an informal demonstration team, flying Grumman Hellcats,

during the early 1940s, but at the Cleveland Air Races in 1946 the Navy’s new official demonstration team, The Blue Angels, thrilled crowds in their new Grumman Bearcats.

Since then, the Blue Angels have gone on to perform for millions at airshows all over the country. And now, the Navy Legacy Flight program ties the aircraft from those early days with the modern fighters of today.

There are currently nine civilianowned and -operated warbirds that participate in the Navy Legacy Flight program. These aircraft represent the Navy’s living history from WWII through Korea: F4F Wildcat, F6F Hellcat, F8F Bearcat, F4U Corsair, FG1D Corsair, AD-4 Skyraider, FJ4 Fury, Seafury and A4B Skyhawk.

To learn more about the United States Navy Legacy Flight program go to navylegacyflight.org.

(Photo by Tyson Rininger)

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August 2011

TABLE Volume 27, Number 12

OF

CONTENTS

650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com

AUGUST 2011

ON THE COVER COVER STORY

PHOTO FINISH

Atlantis:

Airpower: Navy Legacy Flight Program

The End of an Era

Photo by Tyson Renninger Page 4

Photos by Marc St. Pierre Page 65 Cover Photo by Tyson Rininger

NEWS

FEATURES Warner’s Mines More Aviation Gold From Archives

By S. Mark Rhodes ......................................................10 Wrong Way Corrigan… Or Was He Wrong on Purpose

By Alan Smith ..............................................................14 Striving for Perfection: Norm DeWitt

By Herb Foreman ..........................................................24 Injured Marine Takes First Flying Lesson

By David P. Edwards ......................................................38 First Femail Civilian ATC in U.S. (Part II)

By Carl E. Chance ........................................................47 Summer Airshows: Greatest “Air” Show on Turf: Geneseo Airshow

By A. Kevin Grantham and Stan Piet ........................16 Arlington Fly-In, Third Largest Airshow

By Paul Tannahill ..................................................31 Gary South Shore Airshow

By Mike Heilman ....................................................48 AirVenture: First Look and Highlights Photos By David Witty ............................................58

Study: GPS Interference Poses Threat to U.S. Economy 6 Poberezny Retires From EAA and AirVenture ..................8 GAMA Underscores Progress of GA Security................11 NASA’s Space Shuttle Program Lands for Last Time....12 Editorial: NASA Stopping Short

By Ed Downs ..................................................................13 Remembering: Greg Poe Passes ....................................22 Terrafugia Wins DOT Exemptions ....................................40 Green News: Green Air Challenge Good for Pipistrel ..41 Coalition Seeks Injunction To Block Ban of AvGas ......41 Combs Sets New Aviation World Record In LSA............46 Cessna Launches Online Instrument Pilot Course........54

AVIONICS UPDATE: A ROUND-UP

OF

Flying With Faber: The New Grown-Up Miami

By Stuart J. Faber ........................................................50

COLUMNS Contrails Tips from the Pros What’s Up?!

Safe Landings Homebuilder’s Workshop Close Calls The Pylon Place Goodies and Gadgets Aviation Ancestry

by Steve Weaver ......................17

by Mitchell Ange ......................23

by Larry Shapiro ......................26

..............................................27

by Ed Wischmeyer ....................28

by Anthony Nalli ......................31

by Marilyn Dash ......................45

..............................................33

by Scott Schwartz ....................46

DEPARTMENTS Calendar of Events ........................................................9 Classifieds ....................................................................62 Index of Advertisers ....................................................66

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Celebrating Twenty-Seven Years of In Flight USA

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August 2011

STUDY SHOWS INTERFERENCE WITH GPS POSES MAJOR THREAT TO U.S. ECONOMY More than 3.3 million U.S. jobs in agriculture and industries rely heavily on Global Positioning System (GPS) technology and the disruption of interference with GPS posed by LightSquared’s planned deployment of 40,000 ground stations threatens direct economic costs of up to $96 billion to U.S. commercial GPS users and manufacturers, according to an economic study released late in June.

The study by Dr. Nam D. Pham of the Washington, D.C.-based NDP Consulting Group warns of “serious economic repercussions for the U.S. economy” if LightSquared’s plans proceed and points out that the $96 billion economic figure represents the equivalent of 0.7 percent of the U.S. economy. The $96 billion figure is the total of up to $87.2 billion in costs to commercial GPS users and up to $8.8 billion in costs to commercial GPS manufacturers. The commercial benefits of GPS are largely enabled by high precision GPS technologies.

The study states that the commercial adoption of GPS continues to grow at a high rate and is expected to annually create $122.4 billion in benefits and grow to directly affect more than 5.8 million jobs

in the downstream commercial GPSintensive industries. The study makes clear that its analysis is confined to the economic benefits of GPS technology to commercial GPS users and GPS manufacturers, mainly high precision GPS users, and the economic costs of GPS signal degradation to only those sectors.

The report therefore does not capture the considerable benefits and costs to consumer users of GPS, other non-commercial users and military users.

The analysis shows that GPS equipment revenues in North America in the 2005-2010 time period averaged $33.5 billion per year and that commercial sales accounted for 25 percent of the total, while the consumer and military markets respectively made up 59 percent and 16 percent of the total. The report notes that the U.S. government has already invested $35 billion in taxpayer money in the GPS satellite constellation and continues to invest in GPS at a rate of about $1 billion a year.

Referring to LightSquared’s plans, the report states, “The commercial stakes are high. The downstream industries that rely on professional and high precision GPS technology for their own business

operations would face serious disruption to their operations should interference occur, and U.S. leadership and innovation would suffer.”

The analysis and views in the study, which was commissioned by the Coalition to Save Our GPS, are solely those of the author, Dr. Pham, a managing partner of NDP Consulting Group who was formerly a Scudder Kemper Investments vice president, chief economist of the Asia region for Standard & Poor’s DRI and World Bank economist.

The report, which traces the development of GPS from its U.S. military origins to today’s widespread commercial and consumer use of GPS, states that “the economic benefits of GPS to the U.S. economy are substantial. GPS manufacturers create employment, provide earnings, add value, and generate tax revenues for governments. Importantly, GPS technology improves productivity and produces costsavings for end-users.”

The report details the labor, capital, materials and efficiency savings in three industries: precision agriculture; engineering construction, heavy and civil and surveying/mapping; and commercial sur-

face transportation. The report notes as well that GPS technology “creates direct and indirect positive spillover effects, such as emission reductions from fuel savings, health and safety gains in the work place, time savings, job creation, high tax revenues, and improved public safety and national defense.”

The full report is available at http://www.saveourgps.org/pdf/GPSReport-June-22-2011.pdf .

About the Coalition The “Coalition to Save Our GPS” is working to resolve a serious threat to the Global Positioning System. The FCC granted a highly unusual conditional waiver for a proposal to build 40,000 ground stations that could cause widespread interference with GPS signals – endangering a national utility which millions of Americans rely on every day. The conditional waiver was granted to a company called LightSquared. For more information visit saveourgps.org.

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Celebrating Twenty-Seven Years of In Flight USA

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A GATHERING

By Craig L. Fuller AOPA President and CEO here are few things more rewarding than trading stories and sharing experiences with people who really understand. So there’s nothing like getting together with your fellow aviators at the events that bring the flying community together.

Summer is drawing to a close, but you still have a chance to enjoy the company of other pilots while you take in the latest innovations in aircraft and avionics,

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enhance your safety and build knowledge through a wide range of seminars, and get caught up with the people and ideas that are changing the way we fly.

You can do all that and more at AOPA’s Aviation Summit, set for Sept. 22 through 24 in Hartford, Connecticut.

Hartford is a wonderful host city and the officials at the Hartford-Brainard Airport (KHFD), where AOPA’s Airportfest is held, are terrific and dedicated partners. All our visitors will have an exceptional experience.

You can shop for anything and

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August 2011

AVIATORS

everything aviation in the exhibit hall.

Whether you are looking for a new airplane or a new headset; a new WAAS unit or a new flight bag, you’ll find the very best the industry has to offer right here.

And, no matter how many hours you have in the left seat, you’ll have opportunities to learn something new with dozens of seminars covering topics as diverse as health and legal issues, fly-in destinations, regulatory compliance, IFR safety, and decision making.

At the airport you’ll get up close to

remarkable aircraft – old, new, and upand-coming.

And don’t forget the social events, from a special aviation movie night to live music to dine arounds that give you the chance to talk face-to-face with aviation celebrities, spending time reconnecting with old friends or meeting new ones is half the fun.

You can get all the details and help planning your trip at www.aopa.org/summit. Hope to see you there!

AOPA REPORTS: FAA CLARIFIES GA SEAT BELT GUIDANCE

By Dan Namowitz, AOPA he FAA, responding to a request from the National Transportation Safety Board, has published notice of a proposed clarification of how it interprets seat-belt and seating requirements of the federal aviation regulations for general aviation. The document also emphasized that the proper method of restraint for children during flight relies on the operational knowledge and good judgment of the pilot.

The FAA’s prior guidance has stated that shared use of a single restraint may be permissible. Now it has proposed to clarify that interpretation with language stating “that the use of a seat belt and/or seat by more than one occupant is appro-

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priate only if: The seat belt is approved and rated for such use; the structural strength requirements for the seat are not exceeded; and the seat usage conforms with the limitations contained in the approved portion of the airplane flight manual. The proposed clarification also emphasizes that the proper restraint method for children during operations conducted under Part 91 relies on the good judgment of the pilot, who should be intimately aware of the capabilities and structural requirements of the aircraft that he or she is operating.”

The FAA noted in its filing that it continues to strongly advocate for the use of child restraints such as child safety seats for children who are within the weight restriction of the restraint.

Whether a child “should be held, placed under a restraint or allowed to share a single restraint or seat with another occupant during Part 91 operations is a matter of prudent operating practice.” Members may comment on the proposed clarification of FAR 91.107(a)(3) until Aug. 22.

The trigger for the FAA’s effort to clarify previous interpretations of seatbelt and seating requirements for GA flights was the NTSB’s discussion of a March 22, 2009, crash of a PC-12/45 in Butte, Mont. The pilot and all 13 passengers – including seven children – were killed.

“The NTSB was unable to determine the original seating position for most of the occupants, but the bodies of four children, ages three to nine years,

were found farthest from the impact site, indicating that these children were likely thrown from the airplane because they were unrestrained or improperly restrained. The NTSB noted that if the accident had been less severe and the impact had been survivable, any unrestrained occupant or occupants sharing a single restraint system would have been at a much greater risk of injury or death,” the FAA said.

Members may submit comments under docket number FAA-2011-0628 by Aug. 22 online or by mail to Docket Operations, M-30; U.S. Department of Transportation, 1200 New Jersey Avenue, SE., West Building Ground Floor, Room W12-140, Washington, DC 20590-0001.

POBEREZNY RETIRES AS CHAIRMAN EAA AND EAA AIRVENTURE OSHKOSH

Tom Poberezny and the Experimental Aircraft Association (EAA) jointly announced that Poberezny is retiring as chairman of the association and Air Venture Oshkosh after decades of leadership and success.

Louie Andrew, vice president of the EAA Board and chairman of its Executive Committee, said the Board unanimously passed a resolution praising Poberezny for his leadership to the group and success in helping make the nonprofit organization the world’s leading aviation association.

Andrew also said the Board thanked Poberezny for his many contributions in making AirVenture Oshkosh the world’s premier aviation event that draws pilots, airplanes, members and guests from around the globe every year.

Poberezny has led EAA – now in its 58th year – since 1989, when he assumed the top position after his father, Paul, retired from active day-to-day involvement. He has served as chairman of the annual EAA Convention for more than 30 years and will assume the title of chairman emeritus on Aug.1, when his retirement is effective.

“Tom, like his father, has been a visible leader for EAA and a mentor to thousands of flight enthusiasts, especially the countless young people that he has helped understand and become involved in the wonder of flight and the importance of aviation to our society,” Andrew said. “We will miss his daily involvement and valuable input, but we are happy to know that he will continue to be a good friend and an informal adviser as we

move into an exciting future.”

Tom Poberezny will continue to be “the best ambassador” for EAA and its many programs.

“I am so proud of what we have been able to accomplish during my tenure,” he said. “From increased attendance at our convention to the expansion of our facilities and programs, I am pleased to have led the effort to set the stage for future growth.”

Poberezny added that he is especially proud of the Young Eagles program, an effort to reach out to millions of young people and introduce them to the marvel of flying and flying machines.

“The building blocks for the continued success and growth for EAA have been laid, and I look forward to helping in new and different ways in the years

ahead,” he said.

Poberezny said he feels fit and enjoys the work, but added that “fresh thinking and new ideas are the fuel to propel us forward. EAA is well-positioned to step into the future with confidence, strong leadership and a promising outlook.”

Rod Hightower, current EAA president and CEO, will assume Tom Poberezny’s responsibilities. Andrew said that Hightower’s work with Poberezny over the past year prepared him well for the new duties.

“Tom has left big shoes to fill, and I’ll work hard to do my best for our members, our business partners, the aviation community, and the entire Fox Valley area, especially Oshkosh,” Hightower said.

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Celebrating Twenty-Seven Years of In Flight USA

10

August 2011

WARNER’S MINES MORE AVIATION GOLD FROM IT’S ARCHIVES

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Warner Archives keeps cranking out great chestnuts from its vaults and making them available as a “made to order” disc. The latest releases are four great aviation melodrama/thrillers.

Bombardier is a 1943 film concerning the training program for Bombardiers of the U. S. Army Air Forces.

The film, starring Pat O’Brien as Major Chick Davis and Randolph Scott, is solid action with a plot revolving around the central clash of whether specific bomber training was necessary as a component of the USAAF. In the course of the film, Major Davis manages to demonstrate the superiority of high altitude precision bombing which allows for the creation of a training academy for Bombardiers. As with many of these films, the trivia is particularly fascinating; reportedly this film’s plot reflected some of the debate about the role and effectiveness of specialized bombing during World War II. Much of the film was shot at Kirtland Air Force Base, which employed some of the cadets as extras. Bombardier has many near documentary elements reflected in it’s approach to the subject matter. Most interesting of all is the film’s prologue which is delivered by Brigadier General Eugene Eubank who was the commander of the first heavy bombardment group of the U.S. Army Air Forces to see combat in World War II. In this prologue, General Eubank praises the bombing crews, which “must vindicate the greatest responsibility ever placed upon an individual soldier in the line of duty.”

Flight Command, a 1940 film, has a slightly more soap-opera-like tone (for lack of a better way to put it) and concerns a rookie pilot, Ensign Alan Drake (Robert Taylor), who joins the legendary Hellcats squadron in San Diego fresh out of flight school in Florida. Ensign Drake has a rocky start having to ditch his plane and parachute to safety on his first day. Later, his weak marksmanship leads to the Hellcats losing an air combat competition. Despite this, Drake is mostly well

liked and accepted by his cronies until a rumor starts that he is having an affair with his commanding officer’s wife. Safe to say Drake manages to redeem himself by the last reel. Interestingly enough, Taylor took flying lesson as a way to “get into character” and reportedly enjoyed his experience on this film so much he joined the Navy Air Corps as an instructor during World War II. William Holden stars as Major Lincoln Bond in Toward the Unknown (1956). The Cold War is heating up and the golden age of test piloting at Andrews Air Force Base (familiar from the book and film version of The Right Stuff) is well underway. Major Bond is a tortured veteran of a POW camp who fights his own personal war of sorts, against an unyielding General Banner (Lloyd Nolan), his military peers’ skepticism, and his own history and insecurities. The prize? A shot at redemption by piloting the cutting edge Bell X-2. As with these films there are a couple of interesting bits of trivia; this was the first and only film generated by Holden’s production company and it was also the film debut of James Garner.

Night Flight (1933) is a Warner’s release that is a general commercial release and not part of the “made to order” series. However, it is much in the vein of some of these other Warner releases; Night Flight is a film with a particularly interesting history – it is being billed by Warner Home Video as a “Lost MGM Classic.” Indeed, it has been out of circulation for almost 70 years and stars a cavalcade of silver screen legends including John Barrymore, Helen Hayes, Lionel Barrymore, Robert Montgomery, Myrna Loy and Clark Gable. Night Flight is based on Antoine de Saint-Esupery’s bestseller Vol de Nuit, which was an account of the author’s dramatic experiences as an airmail and delivery pilot.

The plot is pure melodrama concerning the harrowing journey of much needed medicine into South America via an open cockpit plane through treacherously dark conditions. This is one of the more Continued on Page 19

August 2011

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11

GAMA UNDERSCORES PROGRESS OF GA SECURITY OF FUTURE MEASURES The Chairman of the General Aviation Manufacturers Association (GAMA) Security Committee and the President and CEO of Jeppesen, Mark Van Tine, testified on July 12 before the House Subcommittee on Transportation Security regarding the authorization of the Transportation Security Administration (TSA).

Van Tine reminded the subcommittee how the general aviation (GA) industry has worked diligently to increase security and awareness of potential threats to the aviation system. These efforts have led to the development and implementation of more than a dozen mandatory and voluntary security initiatives. These include enhanced pilot licenses, the Twelve-Five Security Standard Security program, and the “See Something, Say Something” program and its predecessor “Airport Watch.”

To promote further security improvements and for increased operational efficiencies, Van Tine addressed several areas where GAMA believes the committee should focus their efforts.

The Large Aircraft Security Program (LASP) was first published in 2008 and it is the TSA’s first attempt at regulating private air travel. Since the introduction of LASP, the TSA and industry have agreed upon a framework that will address legitimate security risks while ensuring the rights of citizens to fly their own airplanes. “We have made good progress on LASP and appreciate the strong support from members of Congress who have recognized our concerns and urged TSA to develop a more practical and effective approach,” said Van Tine. “GAMA asks that the Administration move quickly to incorporate the industry’s input and finalize this rulemaking as it will enhance security without creating negative consequences for pilots and operators.”

Like the LASP, Van Tine also took the opportunity to encourage the completion of aircraft repair station security rulemaking. “GAMA has stressed the importance of a risk-based program for repair stations and underscored the effect inaction has upon exports of U.S. prod-

ucts and expansion into new markets.

This is especially important since the majority of airplane and equipment sales are to foreign customers. It is imperative

AND IMPORTANCE for the TSA and the Department of Homeland Security to move forward and complete this rulemaking,” said Van Tine.

Continued on Page 20

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 Advertising Sales ....................................................Karyn Dawes (Southern CA) (760) 471-1144 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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August 2011

NASA'S PROUD SPACE SHUTTLE PROGRAM ENDS WITH ATLANTIS LANDING

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Wrapping up 30 years of unmatched achievements and blazing a trail for the next era of U.S. human spaceflight, NASA’s storied Space Shuttle Program came to a “wheels stop” on Thursday, July 21 at the conclusion of its 135th mission.

Shuttle Atlantis and its four-astronaut crew glided home for the final time, ending a 13-day journey of more than five million miles with a landing at 5:57 a.m. EDT at NASA’s Kennedy Space Center in Florida. It was the 26th night landing (20th night and 78th total landings at Kennedy) and the 133rd landing in shuttle history.

“The brave astronauts of STS-135 are emblematic of the shuttle program – skilled professionals from diverse backgrounds who propelled America to continued leadership in space with the shuttle’s many successes,” NASA Administrator Charles Bolden said. “This final shuttle flight marks the end of an era, but today, we recommit ourselves to continuing human spaceflight and taking the necessary – and difficult – steps to ensure America’s leadership in human spaceflight for years to come.”

Since STS-1 launched on April 12, 1981, 355 individuals from 16 countries flew 852 times aboard the shuttle. The five shuttles traveled more than 542 million miles and hosted more than 2,000 experiments in the fields of Earth, astronomy, biological and materials sciences.

The shuttles docked with two space stations, the Russian Mir and the International Space Station. Shuttles deployed 180 payloads, including satellites, returned 52 from space and retrieved, repaired and redeployed seven spacecraft.

The STS-135 crew consisted of Commander Chris Ferguson, Pilot Doug Hurley, Mission Specialists Sandra Magnus and Rex Walheim. They delivered more than 9,400 pounds of spare parts, spare equipment and other supplies in the Raffaello multi-purpose logistics module – including 2,677 pounds of food – that will sustain space station operations for the next year. The 21-foot long, 15-foot diameter Raffaello brought back nearly 5,700 pounds of unneeded materials from the station.

STS-135 was the 135th and final shuttle flight, Atlantis’ 33rd flight and the 37th shuttle mission dedicated to station assembly and maintenance.

The “Rotation Maneuver” of the STS-135 launch.

(Marc St. Pierre) For more information about the STS-135 mission, visit: nasa.gov/shuttle.

For information about the space station, visit: nasa.gov/station. For information on NASA’s future exploration activities, visit: nasa.gov/next

August 2011

www.inflightusa.com

13

Editorial

THE END OF U.S. MANNED SPACE EXPLORATION?

By Ed Downs eaders of my regular “Sport Pilot” column may wonder why a guy who flies around in little LSAs has anything to say about the end of America’s manned space program.

Obviously, given an aviation career that exceeds 55 years means that not all of my flying was in LSAs, and I have been around long enough to have strong feelings about a program that held personal importance to me and millions of others.

Allow this writer a few moments to share some observations and thoughts. I have a hunch that many others will share some of the views I express. Perhaps reading my cut on the surrender of America’s leadership in manned space exploration will help you take the next step necessary to get our country off the downward trend we now see in our national commitment to science and engineering.

Manned space flight is an American tradition. Kids in the 1930s and 40s absolutely knew that Buck Rogers and Flash Gordon were Americans. Early television confirmed that Buzz Corey and Tom Corbett-Space Cadet were Americans through and through. Space articles in Colliers Magazine confidently announced that space travel was possible; even if they were inspired by WWII German scientists. The early 50s saw the Colliers series compiled into the classic book, Across the Space Frontier, an accurate blueprint for America’s moon program. Georg Pal did not use a rented Russian rocket when his heroes in the classic motion picture, Destination Moon, reached out to warn America that we were losing the technological race.

Junior rocket clubs formed to construct flying rockets that were not made with the store-bought engines that we see today, but straight from books dedicated to the science of rocketry that were guaranteed to set your bedroom on fire, if improperly handled. The launch of Russia’s Sputnik 1 on Oct. 4, 1957 lit a fuse under Americans that has strongly flourished, up until now. Astrophysics and astronomy became the passion of high school students, as they made college choices. Science and engineering became a passion that spread nationwide, as America geared up for the greatest challenge technology had ever undertaken. As Americans struggled with a weak economy and political uncertainties, a

R

young president threw down a gauntlet that changed the soul of our nation, forever.

“We choose to go to the moon. We choose to go to the moon in this decade and do the other things, not because they are easy, but because they are hard, because that goal will serve to organize and measure the best of our energies and skills, because that challenge is one that we are willing to accept, one we are unwilling to postpone, and one which we intend to win, and the others, too.”

President John F. Kennedy, Sept. 12, 1962, at Rice University, Houston, Texas How many readers remember that full quote? Full of hope, promise and a vision of the future. How many of you remember the sense of excitement and pride you felt. Think back to that feeling and ask yourself, “How do I feel today?”

But it was not just JFK in play; it was the combined leadership of both houses of Congress. The economy was in trouble, Kennedy’s own political future was in doubt due to fiascos in Cuba, and NASA was new and unproven. But WWII was only 17 years in the background and our country was being led by the “band of brothers” that were terribly familiar with the bloody price paid for future greatness. They were not afraid to commit to a future of exploration, and what a terrific commitment it was.

We now live in a technological world that simply did not exist 50 years ago. Science, engineering, invention, technological achievement and excitement were all a part of the manned space program that culminated in the Space Shuttle. And, keep in mind that for every person directly employed in space program activities, 100 others found jobs created by space technology. Entire industries emerged. It must also be remembered that the manned space program flourished during a period of enormous social change and seemingly endless war. The need for engineering and scientific excellence, when combined with equal opportunity and affirmative action programs, spearheaded the entry of minorities and women into-paid professions with brilliant futures.

Statistical analysis proves that the manned space program, especially the space shuttle, are second only to WWI Continued on Page 56

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Celebrating Twenty-Seven Years of In Flight USA

August 2011

WRONG WAY CORRIGAN: A LAST BIT OF FUN BEFORE WORLD WAR II

By Alan Smith

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In October of 1925 when 18-yearold Douglas Corrigan went for a ride in a Curtiss Jenny, he had no idea that in 13 years he would be both famous and notorious. What the ride did was change his goal in life from being an architect to living in the growing world of aviation. He started taking flying lessons every Sunday and after 20 Sundays he soloed.

The government rules and regulations of aviation were still forming and Corrigan soon had a pilot’s license in hand. He also had good mechanical talent gained from a few years in the construction business.

When his parents divorced, he had quit school and gone to work to earn money.

His father was a construction engineer and Douglas had learned a lot from him.

Claude Ryan and his partner B.F. Mahoney were building airplanes as the Ryan Aeronautical Company at the California airfield where Corrigan learned to fly and also had a shop in San Diego. They offered Corrigan a job as a mechanic at their San Diego operation when they decided to shut down their factory near Los Angeles and move south. It was 1927 and Corrigan saw about a half dozen partially built airplanes in Ryan’s San Diego plant. They just sat there because of cancelled orders.

Corrigan went to work wondering how long this job would last.

Then Charles Lindbergh showed up and after some negotiation asked Ryan to build a single-seat airplane that could cross the Atlantic. Ryan agreed, telling Lindbergh that he could redesign his Ryan M-1 and build the airplane Lindbergh wanted in two months for $10,000. Lindbergh accepted the offer and Corrigan began work on the Spirit of St. Louis. He was fascinated by Lindbergh’s intention of flying from New York to Paris to win the $25,000 prize offered by New York Hotelier Orteig for the first pilot to make that flight. The Spirit was completed on time with a tenfoot increase in wingspan and special fuel tanks. Lindbergh flew it to New York and then made his historic flight.

Corrigan decided he could do that too, and being Irish-American, decided on Dublin as his destination.

When Ryan decided to move his business to the Midwest, Corrigan stayed in San Diego for a while working as a mechanic at a new flight school called

Airtech. He was busy enough to only fly on his lunch hour. He would start doing chandelles in company airplanes and got called on the carpet for that. So, he would just head south and do such maneuvers where he could not be seen by his boss and then fly innocently back to make a careful and gentle landing and go back to work in the shop.

After working several jobs in San Diego, and flying his employers’ airplanes, he got a transport pilot’s license in 1929. In 1930, he and his friend Steve Reich decided to go east and start a flying business there to take passengers from town to town on the East coast. This led to barnstorming that proved more lucrative and Corrigan used his self-taught aerobatics to amuse audiences.

In 1933, he decided to return to the West coast and bought an OX-5 powered Curtiss Robin for $310 dollars and flew it West. Once there, he returned to work as an aircraft and engine mechanic, and with his dream of a transatlantic flight still churning in his mind, began modifications to the little Robin for a flight to Ireland. This included installation of a Wright J5-6 165 hp five-cylinder radial engine to replace the 90 hp OX-5 and, of course, additional fuel tanks wherever he could fit them.

In 1935, he made his first application to the Bureau of Commerce’s aviation division for permission to fly the Atlantic. The bureaucrats denied that, but said he could make long distance cross country flights.

For another year, Corrigan tried to keep pace with the growing aviation regulations by making changes to the Curtiss Robin and tried again with what was now the Federal Bureau of Air Commerce to get permission to fly from New York to Ireland. Without explanation, he was told to wait another year. Also, although the Robin had no radio, he was ordered to get a radio operator’s license. To say the least, Douglas Corrigan was getting exasperated.

He returned to California, got the radio operator’s license, and then, in 1937, made another stab at getting federal permission to make his transatlantic flight. This time, Amelia Earhart had recently disappeared somewhere near Howland Island in the Pacific and no one in the government wanted to get involved with another flight across an ocean. On top of that, the feds refused to renew the Robin’s airworthiness certificate. During Continued on Page 18

August 2011

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16

SUMMER AIRSHOWS

Celebrating Twenty-Seven Years of In Flight USA

THE GREATEST ‘AIR’ SHOW

By A. Kevin Grantham and Stan Piet he 1941 Historical Aircraft Group (HAG) held its annual Warbird gathering over the July 8 weekend by saluting World War II air power. The show was held at one of the most picturesque airports, located near Geneseo, New York. The sheer beauty of the surrounding countryside is the first thing that instantly catches one’s eye when you arrive in the area because the all-grass airfield is surrounded by 100 acres of farm land making it an ideal setting for photography. Another thing that gives the HAG airshow a unique flavor is the family atmosphere that is projected by its promoters who actually encourage its patrons to bring their own food and coolers. This is a welcome economic gesture for many American families these days.

Although the show is advertised as a World War II Warbird event – it really is much more, because the event attracts vintage airplanes from almost every era of aviation. The Great War Flying Museum, out of Brampton, Canada, supplied two Fokker DR.1 tri-planes, an SE5a, and a Sopwith 1 1/2 Strutter. The show, which these men put on in their primitive flying machines, is truly a visual history lesson of what it must have been like to fly and fight in the First World War. On Saturday, one of their Fokker Tri-planes, painted in the green and blue colors of German ace Lieutenant Paul Bäumer, made a southerly pass at the Sopwith and then turned toward the landing strip. At first, it was not apparent that the pilot was having engine trouble until the airplane began to sink at a fairly rapid rate. Pilot Joseph Auger, 67, of Brampton, Ontario, Canada, was doing a magnificent job of trying to save the World War I replica, but ran out of altitude a few feet short of making the runway.

Sadly, the plane crashed in the adjoining cornfield, but there was no fire and within a few moments Auger emerged from the field of tall corn visibly shaken but unhurt.

The lineup of aircraft that attended the event included the Jeff Clyman’s Goodyear FG-1D Sky Boss and Curtiss P-40M Jackie C. Rounding out the fighter contingency was Chris Baranaskas’ North American D-model P-51 Mustang Glamorous Gal, James Elkings’ authentic looking Mustang Never Miss, the Commemorative Air Force’s (CAF) Red Tail P-51C, and their old Red Nose P51D. Red Nose is one of the first airplanes added to the CAF’s fleet back in the late 1950s. In attendance was also the CAF’s rare Curtiss SB2C Helldiver and

August 2011

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Local re-enactors pose with pilot/owner Mark Murphy’s P-51D Never Miss based in Albany, NY. (Stan Piet)

Kent Pietsch flies an aerobatically incredible wayward pilot comedy skit including a missing aileron, tire and an unfurling roll of toilet paper with his 1942 Interstate Cadet.

(A. Kevin Grantham)

Jim Vocell flies the Goodyear FG-1D Corsair for the American Airpower Museum from its Long Island facility.

(Stan Piet)

Great War Flying Museum’s replica DR-1 Triplane makes a forced landing into an adjacent farm field just short of the grass runway. The spectacular crash sequence right in front of the crowd brought a hushed silence that was broken by great applause when pilot, Joe Auger, appeared out of the tall corn waving his hand that he was okay; incredible!

(A. Kevin Grantham)

North American B-25 Take-off Time cruises near Lake Conesus piloted by Paul Nuwer and owner Tom Duffy in the right seat with Dan Dameo flying P-40 Jackie C from the American Airpower Museum.

(Stan Piet)

ON

TURF

their beautiful Douglass SBD Dauntless.

The American bomber force was well represented by the HAG’s own Boeing B-17, which was featured in the 1990 Memphis Belle movie, and Tom Duffy’s alluring North American B-25 Take Off Time. The Museum also took the opportunity to display their sparkling bare metal Douglas A-26B (N99420, USAAF S/N 44-34104). The grand old attack bomber didn’t fly, but it did attract a great deal of attention from the spectators.

Each day of the show, the public was treated to spirited aerobatic demonstrations by Rob Holland, Rick Volker, and the Canadian Harvard aerobatic team.

Ken Pietsch and his Interstate Cadet Jelly Belly supplied the comic relief by losing an aileron in flight and landing on top of a moving truck. The warbird pilots also joined the fun with some impressive precision flying and lots of high-speed passes. Tom Duffy’s B-25 came filled with a bomb bay full of watermelons and the New York National Guard C-130 dropped cargo pallets that ended up landing in the corn field. Finally, Lockheed Martin F-16s from the Viper West team put an exclamation mark on the show with a demonstration of speed, sound, and power.

One of the things that is becoming more and more popular with airshows on the East coast is the reenactors who come to these events to show off their authentic military equipment and attire. These dedicated individuals play an important role in keeping the sprit and memory of World War II alive for future generations. This was most evident when the Liberty Jump Team parachuted from the Museum C-47 to recreated the jumps that the 101st and 82nd Airborne Divisions made the night before D-Day 1944.

HAG was able to give the public who attended the show a day of entertainment and a real-time history lesson which reaffirmed the notion that their event is truly the “Greatest ‘Air’ Show on Turf.”

Capt. Garrett “Mace” Dover pulls his Viper West F-16 CG into a high “G” climb over the rain-saturated fields of the Genessee Valley. (A. Kevin Grantham)

August 2011

www.inflightusa.com

Contrails

by Steve Weaver

AIRSHOW ADVENTURES Part one of this story was published in the July issue of In Flight USA. he tropical days passed quickly as missions were flown and the party train wound its way around the island, visiting large towns and small villages.

I really hadn’t given the temperature much thought before arriving. I suppose I expected something like the October weather of my mid-Atlantic home in West Virginia, with its clear, cool nights and brilliant, blue days of almost air-conditioned temperatures. To my total discomfort, this was not the case at all, for the tropical weather was unceasingly hot and humid. I would arrive at the airport for a flight, showered and crisp, and before the preflight was finished, I was a sodden mess. I perspired until the bills in my wallet stuck together, and there wasn’t a dry stitch on me. I remembered the jungle movies I saw as a boy, where the white explorers would perspire while lying in their tents in the dark, and I would wonder how it could be that hot at night. Now I knew. The sweat rings on Jungle Jim’s kakis were real.

Before arriving in Puerto Rico I had been in contact with a gentleman in

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17

IN

PUERTO RICO POLITICS, PT. 2

England, who owned a Cessna 337 that he wanted to sell. The aircraft was located on Antigua, an island several hundred miles east of Puerto Rico, in the midst of the Leeward Islands of the Eastern Caribbean. I had traveled there to see the airplane a month or so before coming to Puerto Rico and found, along with some other issues, that it was in need of a paint job. Since the owner had represented the paint to be excellent, I declined to pay the asking price and returned home and thought no more about it. One day at my hotel in San Juan, I received a call from the 337 owner. He wanted badly to sell the airplane, and asked if I would still be interested in buying it if he discounted it enough to allow me to have it painted. I said I would and we struck a deal. I faxed a contract, which he signed and returned, and then I called my bank and made arrangements to get the money to the owner.

Before pushing the button on the wire transfer however, I called the shop where the airplane had been maintained.

I found that a large bill was still owed for work that had been done on the aircraft and the shop had it secured and would no way, no how, release it until the bill was paid. Strangely, the owner had neglected

to mention this fact too, and belatedly I began to suspect that perhaps this fellow had a bit of larceny lurking somewhere inside. I arranged to deduct the amount owed the shop and wired the balance to the owner, in exchange for a bill of sale.

Then, Larry and I caught a flight from San Juan to Antigua during a lull in the voter strafing.

Arriving at the maintenance shop in Antigua with a cashier’s check for the long overdue bill on the airplane, I was hailed as second only to General MacArthur as being welcomed to the island. The Englishman had been weaving and dodging the bill for about a year, while promise after promise to pay was broken and the bill grew mold. We were heroes.

We were making the airplane ready for the flight back to Puerto Rico, when my new best friend, the shop owner, came with bad news. The Englishman had wired the airport manager that two rascally North Americans may appear and try to steal his airplane. Under no circumstances, he said, were they to be allowed to depart with it.

The airport manager had in turn, notified the tower of our lack of bona fides, and there we were. We were stuck

with an airplane that we legally owned, but couldn’t get off the island. I showed the shop man my purchase contract, which documented the amount that I was to pay for the airplane, and then the receipts that showed the wire to the owner for that amount, less the shop bill. He considered this for a moment, and then said it sounded like something the English wretch would do. He considered further and said he could arrange for us to do a test flight.

We said if he could do that, we could do our part, and he left to call the tower. He returned, giving us a thumbs up. A great procedure for the test flight, he said, would be to break ground, turn the radios off, and keep going. I agreed.

The afternoon had worn on while we were dealing with the problem of how to liberate our airplane from the clutches of the diabolical Englishman, and with all the excitement of our great escape, I failed to notice until we were airborne and shaking the dust of Antigua from our sneakers, it was getting dark. Let’s see, I thought. We’re flying an airplane that had a year-old shop bill owed on it, which presumably means that all the work was Continued on Page 20

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August 2011

Wrong Way Corrigan Continued from Page 14 those days, enforcement of regulations was weak, and Corrigan continued to fly his plane, now named Sunshine without attracting attention. In late October, he made a difficult flight back to New York, often delayed for days by chronic bad weather. Landing at Floyd Bennett Field, he realized that the weather was getting cold – too cold to fly across the north

Atlantic. He decided to make a nonstop flight back to California, filled his fuel tanks, and took off heading west. Again, no one paid any attention to him or questioned him about the validity of his airplane’s license.

On the way back, he had to deal with ice forming in the engine’s air intake.

Working the throttle, he backfired the engine to clear it and kept going. He land-

ed at Adams field in the San Fernando Valley and finally ran into a federal inspector who grounded Sunshine. The Robin stayed in a hangar there for six months. Corrigan worked on it, overhauling the engine, and eventually got an inspector to grant an experimental license. He also got permission to make nonstop flights to New York and back to Los Angeles.

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On the trip to New York, he flew through bad weather instead of burning more fuel to go around storms. As he neared the East coast, the main tank developed a slight leak and he landed at Roosevelt Field with four gallons left. He added some gas and went on to Floyd Bennett Field in Brooklyn. He thought about repairing the leaky tank and decided to let it go because that work would take a week or more. He filed a flight plan to Los Angeles as permitted, but was thinking about Ireland. It was July 16, 1938. He told everyone he would be leaving for Los Angeles in the early morning of the next day.

In the wee hours of July 17, he topped off all tanks and by four a.m. he was ready to go. He had two chocolate bars, a quart of water and two boxes of fig bars, and his only map was of the United States with the path to Los Angeles marked on it. Starting the engine, he ran it up and was satisfied. He checked for any oil leaks with a flashlight and let the engine warm up and inspected the rest of Sunshine. A little after five in the morning he taxied onto the 4,200foot, east-west runway and began the takeoff run. With 320 gallons of gasoline and 16 gallons of oil, this took 3,200 feet.

He crossed the eastern edge of Floyd Bennett Field at 50 feet, climbed slowly and disappeared into the early morning mist.

Ten hours later, he felt his feet become cold and saw that the cockpit floor was awash in gasoline. The leak in the main tank had gotten worse. The only tool he had with him was a screwdriver and he used this to punch an opening in the cockpit floor on the opposite side from the hot exhaust pipe so the spilled fuel could safely drain. He had planned to fly at reduced speed to conserve gasoline, but with the increased leak he needed to pick up the pace. He brought the RPM up from 1,600 to 1,900. He slid open a window as the hours passed and stuck his head out, partly to stay awake and partly to clear the fumes out of the cockpit.

He later claimed that 26 hours had passed before he realized he was going in the “wrong” direction and that he was over an ocean. He saw a small fishing boat and thought he must be close to land. He was right and shortly thereafter a coastline came into sight. At 28 hours and 13 minutes, he landed at Baldonnel Airport at Dublin. Now he would encounter a new bureaucracy. Here he was in Ireland, with no permission to make the flight, no passport and no entry paperwork.

Surprisingly, the Irish officials Continued on Page 19

August 2011

ww.inflightusa.com

19

Wrong Way Corrigan Continued from Page 18 proved relatively genial. A customs officer just wanted to know if he had landed anywhere else after leaving New York.

The airport official simply called the U.S. minister, Stephen Cudahy in Dublin and he came out to talk to Corrigan and asked him to explain how he had wound up going in the wrong direction on a trip that was supposed to be to California.

Corrigan went into a lengthy explanation involving a faulty compass, heavy fog, and general confusion about where he was. He claimed at one point to have been reading the wrong end of his spare compass needle.

Finally Cudahy arranged for Corrigan and his airplane to return to New York on the liner Manhattan. By the time the ship reached New York, Douglas Corrigan found that he had become not only a hero but a hilarious hero. He was given ticker tape parades in Manhattan and Chicago and it was the newspapers that gave him the name “Wrong Way Corrigan.” With all this popularity and humor, all the Feds had done when they found out he was in Ireland was suspend his pilot’s license for 14 days. The suspension ended on Aug. 4, the day he arrived by ship in New York.

Corrigan returned to aviation, and,

Warner’s Continued from Page 10 thrilling aviation films of Hollywood’s early “talkie” years with very sophisticated and striking special effects, most notably a breath-taking storm sequence.

Other details impress, such as the way that pilot Jules (a charismatic near silent performance from Clark Gable) communicates through the din of the airplane by writing notes back and fourth with his copilot. There are a lot of stars here and the film struggles a bit to give each performer their moment, however, this film is ripe for re-discovery and Warner’s has given it attractive packaging and rolled it out in a first class way.

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during the war, ferried bombers for the Air Transport Command, and after the war, flew for a small California airline.

He retired from aviation in 1950 and bought an orange grove in Santa Ana, California. He lived there quietly with his wife and sons.

There was a revival of his “wrong way” fame in 1988 when aviation enthu-

siasts reassembled Sunshine for a western airshow and got the engine running again to celebrate the 50th anniversary of his flight to Ireland. Corrigan was so excited that guards were placed at each wing, and they were ready to tie the tail to the front bumper of a police car to keep Corrigan from getting in and taking off in the Curtiss Robin.

He never admitted that the flight across the Atlantic was intentional, sticking to the story he told in Ireland in 1938.

Some, however, have reported that, in the late 1980s, he did in fact acknowledge that he intended to fly the Atlantic on that July day in 1938. He died on Dec. 9, 1995 at the age of 88.

Celebrating Twenty-Seven Years of In Flight USA

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GA Security Continued from Page 11 Van Tine also spoke about the TSA’s use of security directives to vastly expand existing security requirements without consideration of the implementation challenges, operational impacts and economic burdens these mandates impose on the aviation industry. “We recognize and respect TSA’s authority to issue security directives, however, we do not believe that TSA should use them to

make standing policy unless there is a compelling and immediate national security risk that warrants them. This is an issue of great concern to the general aviation community and we urge Congress to implement procedures for the review of security directives that are not temporary in nature,” concluded Van Tine.

View a full copy of the written testimony: http://www.gama.aero/node/10575

Contrails Continued from Page 17 done a year ago, and our test flight consisted of retracting the gear. We have several hundred miles to cover, it’s all over water, and it’s getting dark? I don’t think so. Much fluttering and crinkling of charts ensued. We discovered that the island of St. Martin was somewhere ahead, and we should be able to make it before it got really, really dark. After some time had passed and it was really dark, but not yet really, really dark, we saw the welcome beacon of the Dutch/French Island ahead. A very French-sounding voice answered our call to the tower and we landed and taxied to the FBO and shut down.

I can’t recall many details of the island, except I did come away with the impression that if you were on the run and needed a place to lie low for a night, St. Martin was an excellent choice. The island makes it’s living from tourists and it is well set to care for them in a stylish and comfortable manner. Everywhere we went, we were greeted cheerfully.

Next morning we were up with the sun and airborne quite early in order to get back to our job of voter strafing in Puerto Rico. When we landed at San Juan and taxied to Customs there seemed to be a lot more excitement than there was on our first visit. The lone, bored agent, set to rubber stamp our entry had been replaced with several very grim-looking officials, staring hard-eyed at the Skymaster and the two startled Nord Americanos climbing from it.

Blast. It was the dratted Englishman again. Would I ever be rid of him? In spite of the fact that he’d gotten every dollar coming to him, he had notified Customs that we’d stolen his airplane.

What’s more, with all the surreptitious activity we’d been forced to engage in,

In Flight USA...

even I felt like I had stolen it.

I asked to see the Chief Customs officer and told her we needed to talk and she agreed that we certainly did. We were shown into her small office and she regarded us with a careful smile while I explained in great detail the convoluted story of how I came to be in an airplane that another man claimed was his. I showed her my purchase contract with the owner and the receipts for the wiring of the funds. After carefully considering all of this, her smile became open and to my great relief she said that as far as she was concerned, I was the lawful owner of the airplane and that she wasn’t sure what the former owner’s scam was, but she thought he had one.

We went back to our job of scaring to death every goat and chicken on the island, until the end of the political campaign finished our great adventure. We hung around until election day, and spent the evening with our friends at the Popular Democratic Party headquarters.

The returns were watched carefully by a packed and very well-dressed crowd throughout the evening. Finally there was a great wave of conversation, all in Spanish, that indicated that something definite had occurred. I asked a begowned and jewel encrusted matron standing nearby what was happening and she replied, “They are beating the dog crap out of us.”

We flew Bodacious and the ill-gotten 337 back to the mainland, and life returned to normal for me. In Puerto Rico the newly-elected party took office and the island settled back into life as it was before the campaign. It was once again a sleepy and bucolic tropical island, where not too much unusual ever happens.

The goats and chickens however, seemed to remain unusually alert.

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Come join in for some “plane” talk.

August 2011

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AIRSHOW PERFORMER GREG POE DIES AT AGE 57 Famed airshow performer Greg Poe, age 57, died Sunday, July 24, from an apparent heart attack sending shock waves through the flying community across the country. Greg had accumulated more than 10,000 hours in more than 100 aircraft.

Greg Poe Airshows, Inc. issued a statement that it intends to continue operations in both the Airshow arena and the Ryan J. Poe Foundation, and will be making decisions toward achieving that goal in the near future.

Editor’s Note: Greg was often featured in the pages of In Flight USA and our team joins his fans in expressing deep sorrow at his passing. Rest in peace, Greg. In tribute and for our readers, we publish his biography from his website, www.gregpoe.com.

Greg was a native of Boise, Idaho and spent most of his life there, graduating from Boise State University. He started his flying career at an early age and earned his pilot’s license while still a teenager, flying out of the old Strawberry Glen Airport along side the Boise River.

His flight instructor, John Chambers, introduced him to aerobatics early on and it quickly turned into a passion that continued for the rest of his life.

Greg’s early flying was done in a variety of tail-wheel type aircraft and he spent many hours at Idaho backcountry airstrips. After earning commercial and instrument ratings Greg became a flight instructor and specialized in tail-wheel training, aerobatics (from basic to unlimited) and has earned a reputation as one of the most knowledgeable advanced spin instructors in the country.

His flying career had been a varied one. From towing gliders and aerial banner advertisements to float plane flying, Greg considered himself one of the fortunate few who had been granted the privilege of a life in the air!

Greg’s love of aerobatics led him to enter competitions around the country, which enhanced his skills and understanding of high-performance aircraft and eventually led to his first airshow performance in 1992. Shortly after, he became a full-time airshow pilot and a mainstay on the circuit, performing at 15 to 25 airshow events each year.

Greg considered one of the highlights of his career to be the time he spent as the production test pilot for Aviat Aircraft in Afton, Wyoming. During that time he was responsible for test flying all

the Pitts and Husky aircraft that rolled out the factory doors.

Greg had been chosen for several nationally televised airshow freestyle competitions, placing second in the World Free Style Sport Flying Championships in 1999, and third in the World Aerobatic Federation contest in 2000. Greg had been featured in such television programs as Modern Marvels, Ripley’s Believe it or Not, The Discovery Channel, CBS news, FOX sports, ESPN, The History Channel and others.

Airshow flying had opened many doors for him and put him at the controls of a variety of aircraft such as a Russian Mig-15, the WWII B-17 Flying Fortress and the U.S. Air Force F-15, F-16 and F18 fighter jets.

Greg’s adventurous nature took him to more than 25 countries. Along the way he lived in Saudi Arabia for a year. His life took a major turn in 2002 following the drug-related death of his son Ryan.

Determined to help other children, he began visiting schools and youth groups with his Elevate Your Life Program, discussing the incredible opportunities aviation had afforded him and telling his son’s story as a reminder to young people about the importance of making the right choices and following their dreams.

Greg was sponsored by Fagen Inc. The company has expressed their deepest sympathy and support for the team during this difficult time. Fagen has sponsored Poe and his Ethanol-powered aircraft since 2006.

Greg is survived by his daughter Kelsey, his girlfriend Terri, and his brothers, Russ and Rick Poe. When not flying, he enjoyed skiing, mountain bike riding and playing guitar.

The family prefers donations to Greg’s Elevate Your Life Program through the Ryan J. Poe Foundation, which can be accessed on his website, www.gregpoe.com or by calling 208/455-0700 for credit cards or by mailing a check to The Ryan J. Poe Foundation, 518 Dishman Place, Caldwell, ID 83605.

August 2011

IPS FROM THE

www.inflightusa.com

ROS

“Tips from the Pros” is a feature dedicated to allowing the In Flight USA family of aviation professionals to share tips and information regarding flying skills, airframe care and engine operations.

When is the “Truth” a Bad Habit?

By Mitchell Ange President, Arizona Type Ratings o you’ve been flying your single engine Cessna, Piper or Beech for a few years and consider yourself a pretty good pilot. You’ve earned your instrument rating and then your multiengine rating in the Seminole or other light twin-engine trainer with several hundred hours total time logged. Now you’re looking for a new challenge, perhaps to advance your flying skills or even move into a new career. Many small businesses are discovering that ownership or time-share of a small business jet makes a lot of sense in today’s environment of hostile airline travel.

Ever wondered what it’s like to fly a jet? What pilot hasn’t? “But,” you may ask yourself, “is the flying experience I have in that Cessna or Piper really applicable to flying a jet?” Well, the answer is “yes and no.” Of course there are differences, but not as many as you might have been led to believe. And those differences are manageable with a reasonable amount of training. Let’s take a look at a few of the new skills you will learn as a jet pilot.

One obvious difference between a light twin and jet is overall performance, especially in the climb. Instead of initial climb rates of 1,000 plus fpm, light jets may be climbing at 3,000 to 4,000 fpm, some even faster. This is an exciting characteristic to get accustomed to but it does make it easy to overshoot your assigned altitude during climb-out. Remember, light jets typically operate above FL 180, meaning that you are flying IFR in positive control airspace, even if the weather is severe clear. Altitude discipline is important. Depending on your rate of climb, you’ll need to begin leveling off several hundred feet or possibly 1,000 or so feet before your target altitude, especially down low where these airplanes have lots of excess performance. You will have to compensate for this newfound performance by looking a little further past the nose of the airplane than you may be accustomed. You will need to anticipate that altitude you are approaching at a rate of a couple thousand feet per minute and begin your level off accordingly. Your passengers should never feel light in their seats as you level off. If they

S

do, you waited too late to begin leveling off.

Another difference between jets and propeller driven airplanes is the absence of prop effects. A significant pitch change accompanies throttle movement in all light propeller airplanes I have flown.

This is due to a number of factors, one of the most obvious being the location of the propeller(s). Adding thrust to a propeller driven airplane will temporarily increase the velocity of the slipstream of air behind the propeller. This slightly increases lift produced by the wing and significantly increases down-force produced by the horizontal stabilizer. As a result, the tail pitches down pivoting the nose up, causing the airplane to climb.

The reverse is true when the power of a propeller driven airplane is reduced. This is not a bad thing, especially in small airplanes since we almost always combine an increase in the angle of attack with an addition of power to initiate a climb.

Many general aviation pilots were brought up with the “truism” that power controls altitude and pitch controls speed.

This “truism” is, in fact, vigorously defended in the classic aviation book “Stick and Rudder” and alluded to in the FAA publication “Airplane Flying Handbook.”

Unfortunately, this basic “Truism” gives birth to a “bad habit” when trying to achieve altitude and speed consistency with jet thrust. In my experience, using the “power to altitude” and “pitch to speed” will get you into trouble with a jet.

Well designed jets with engines mounted on the tail are nearly pitch neutral over a wide range of thrust settings. They do exactly what they are supposed to when you change power. If you add power, they speed up. If you reduce power, they slow down. If you want the airplane to descend, you will need to pitch down. If you want the airplane to climb, you’ll have to pitch up. This seems intuitive to me, almost an unnecessary thing to have to say, but old habits are hard to brake.

Nevertheless, I can’t tell you how many times I have informed a student that we are below our assigned altitude or below glide slope only to have him add power!

Not only does that response not fix the problem in our jet, it creates another one, we are now too fast!

Continued on Page 36

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OVERALL AEROBATIC CHAMPION: STRIVING FOR PERFECTION, NORM DEWITT HAS DONE IT AGAIN!

By Herb Foreman t the 26th annual “Apple Cup” held in Ephrata, Wash., Norm DeWitt took all three medals in the unlimited class flying the known course, free style, and unknown routine.

His accumulated score qualified him as the overall champion. A beautiful plaque depicting the state of Washington joins the many medals, ribbons and trophies on the wall of his hangar at the San Carlos Airport in California. He has a trove of trophies: Webster’s defines a trove as something especially of value or pleasure. His hangar walls are filled with medals, ribbons and trophies collected during his very active 16 years of aerobatic competition. None of the awards came easy.

He began in the primary class and through hard work has progressed to the unlimited competition. I watched him construct his first fully aerobatic plane, a beautiful Christen Eagle that received a distinctive “black” coat of paint. His hangar was only a few feet from the tie down where I kept my Bellanca Super Viking. One could set his watch by him as he took off each day to a practice area over the Pacific ocean south of Half Moon Bay. The awards represent thousands of loops, rolls, snaps, hammerheads and more as Norm worked to be ranked as one of the dozen best competition pilots in the world. On March 26, 2000, Norm won the Championship of the Americas in the advanced class of the IAC at Chandler, Ariz. At that time, he was ranked 18th in World Competition. There were approximately 600,000 pilots world wide at that time with maybe 60 in con-

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Norm DeWitt’s beautiful Edge 540.

Norm DeWitt with the Overall Trophy.

Gail Turner’s Charger is in the background. tention for the number one spot, less than .001 of one percent. In 2008, Norm was ranked number three among all U.S. unlimited pilots who flew in at least three contests.

As he became more proficient, Norm decided he needed a steed with greater performance than that of his beautiful Eagle. He purchased what he considers the finest aerobatic plane flying today, the Zivko Edge 540 that puts out 387 hp The Eagle he had been flying suddenly felt like a truck in comparison. The fuselage is stressed to a plus or minus 12 Gs, the wings to 23 Gs. Norm has taken advantage of the knowledge accumulated by other great performers. He received spin training and his low level waiver from the great Wayne Handley, a champion by any measure. Some of his other coaches include John Morrisey, Debby Rihn Harvey, Sergei Boriak, Alan Geringer, Nikolay Timofeev, Elena Klimovich and Victor Smolin. Norm stresses the necessiContinued on Page 35

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August 2011

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August 2011

W h a t’ s U p ! ?

LET

THE

FUN BEGIN . . .

NO, NOT YET! ! ! LET IT WAIT he reward I reap from writing this column is the fun I have writing it.

During the many days before we go to press I collect as many interesting and fun items to share, and irritate you, as I can. For August I had the same plan and I was going to include that my Mother was turning 91 and still sending me to my room, where I might add, I probably should be sent.

After completing my meager little literary offerings I woke up to some very sad news and that took the wind right out of my sails and immediately changed my priorities.

I can survive the Giants losing a game or two but not losing a friend or two. It will be just over a week from the time you are reading this that the airshow world lost a true amazing flyer and star.

Greg Poe, age 57, survived losing his son some years ago and that changed some of his focus from airshows to helping other kids in need. He found time to do both and do both well. He passed on July 24.

Greg pulled more G’s than anyone else I knew and if there was a record to set, he probably set it, yet he died from a heart attack while on the ground. I’m not a doctor; heck, I don’t even play one on television, but his work could have been a factor. Never the less, I, along with thousands of others, are feeling a great loss today . . . he may be gone, but he will never be forgotten by his many fans and friends. Sometimes a star is born and sometimes a star dies, goodbye Greg; your star will always glow brightly and inspire many flyers in the future.

T

Wait, There’s More Sad News . . .

Once I had dried my eyes, I received even more bad news.

There are two kinds of stars – or heroes if you prefer. While Greg performed in front of huge audiGianni Mnaganelli ences, there are those stars that perform everyday in front of dozens in the course of their day job.

Some work at flight schools doing many different jobs, sometimes between fulltime flying jobs, or maybe when they are furloughed from their dream job. Never the less, they are noticed for many rea-

A

sons and become loved by many for just being themselves.

A few weeks ago, June 18 to be exact, Gianni Managanelli, known to many as just “Johnny” lost his life to a bad driver while riding on his motorcycle. You may ask why I’m telling you this. I’ll tell you why.

I didn’t know about his tragic death because it wasn’t unusual for him to be gone from the front desk at the West Valley Flying Club (PAO) for short periods of time while putting on his other uniform and doing the duties of a first officer. I knew he rode a motorcycle and teased him about the dangers of riding one. We would both laugh because of the wives-tales about the dangers of flying.

I’m still trying to explain to myself why we lost a really neat 29-year-old future airline captain, husband and father. We all know there is no answer but that doesn’t take a way the loss and the pain.

On July 27, his fan club (the members of the club where he worked), the PAO family that saw him everyday, and many others honored him in a very appropriate way. He will not soon be forgotten and his smiling face will grace the walls of WVFC, and for personal reasons he will certainly stay in my heart.

Okay, okay, enough, let’s get happy again!

So, I took a few days off to go fishing on a friend’s new boat. It wasn’t really new, it was just new to him and that was obvious by how many times he tried to kill me with his lack of boating skill.

For more than two years he told me how great the fishing was at the lake whose name he told me I couldn’t give you. I will mention that it was about an hour from two or three great airports.

It was up in the gold country and about an hour from Chuck Yeager’s house. Why do I know that? Because I drove by his house on Chuck Yeager Road (Street, Way, Avenue, I can’t remember).

The idea was I needed to get away from ya’ll, plus my wife threw me out. I had the wrong gear and my friend forgot most of what he was going to bring.

Fortunately, I always bring more than what is needed. There weren’t any shopping centers so it was just one step short of camping out. The lake was beautiful, big, and wet. I can’t wait to go back.

Please don’t ask about how many fish we caught and all those other questions I don’t want to answer.

MINUTE! ! !

Here’s the reason for this ramble.

First, I asked if there was a drive-through restaurant on the lake? Of course I was joking but my friend with a name similar to mine said, “No, but they have floating Porta Potties.” The whole idea intrigued me and I didn’t give it another thought until I saw the first one, and then the other dozen or so we passed – they were just (Larry Shapiro) great.

Okay, okay, now we have reached that part we call the “point.” The reason I went fishing was to get away from you, not you personally just you in general.

When I boarded the Lake Liner, the first thing I did was to take off my watch and throw my cell phone on a small counter top. Why in the world would I think there would be any type of cell signal out where I was in the wilderness and why would I care what time it is?

With that thought in mind, I just forgot about it. As we continued floating on this distant lake high in the Sierra Mountains, my cell phone rang. I forgot to turn it off and I would have never thought it would get a signal of any kind, but it did. First I laughed and then I thought I’d better answer it just in case it might be a quiz show or a telemarketer.

Within hours it rang again. I yelled out, “No Way!” Of course it was my wife asking me if I was having fun yet? Yes, we’re still married. After a few more hours it rang again, I couldn’t believe it.

This time I answered with, “What now?”

Oops again, it was a really cool dude calling from Canada and it was the first of two business calls I received on my mini cruise.

I actually worked two deals sitting in the middle of a lake with no idea where I was and when I told the parties on the other end where I was, they didn’t believe me.

The moral of this story, you can do anything you want in the middle of a lake and cell phones have destroyed real privacy forever. Turning off the phone was like trying to quit smoking.

If You’re Not Bored Yet, Keep Reading . . .

So, we boated into the marina, put the boat away, and headed home. My

Larry Shapiro host gave me a tour of another lake, and some really amazing high country landscape. I never knew being a passenger could be so much fun. Okay, I know you won’t believe this, but I’ve added a few pictures to prove it.

(Larry Shapiro) We were driving down this curvy, country road and I was looking out all the windows at the same time. As we came around one of those curves, I saw something that I knew couldn’t be and I yelled out, “Stop! Turn around, I need to see if I really saw what I think I saw.” Yep, I was right! Sitting in front of an old, tired barn was a really cool T-28 painted in USAF colors. No, I didn’t notice if it was an “A”, “B” or “C” model.

As I write this I don’t know who owns it, and why it’s there. Obviously I needed to know how he got it in there and how he gets it out. I slipped out of the truck and told my driver to keep the motor running in case he sees me running towards him.

So here’s the answer; it looks like he bladed about 2,500 to 3,000 feet of road or maybe I should say driveway, and I’ll bet that’s his in-and-out avenue. The surface was not straight, very rough, and had big trees at both ends. I laughed when I saw a locked chain on the driveway gate . . . I don’t know why, I just laughed. The fence was only four feet high and I didn’t Continued on Page 61

August 2011

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27

It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing.

In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.

WHAT WOULD YOU HAVE DONE? In this installment of Safe Landings, both of the reports involve incidents that occurred before, during, or immediately after takeoff. In “the first half of the story,” you will find report excerpts describing the situation up to the decision point. There are no “options” presented.

It is up to the reader to determine all the possible courses of action and make a decision (preferably within the time frame suggested by the report). The selected ASRS reports may not give all the information you want and you may not be experienced in the type of aircraft involved, but each incident should give you a chance to exercise your aviation decision-making skills. In “the rest of the story,” you will find the actions actually

taken by reporters to resolve each situation. Publication of a report does not constitute ASRS endorsement of the reporter’s action and the decisions presented may not necessarily represent the best course of action. Our intent is to stimulate thought, discussion and training related to the type of incidents that were reported.

The First Half of the Story Situation 1: Flat Out Right...or Wrong? (Experimental Aircraft Pilot’s Report) • [After landing], I realized that I had a flat left main tire. However, due to the strong winds, I was able to apply

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right aileron, lift the left main and taxi to the FBO on the right main and tail wheel.

I…applied “Fix-a-Flat” to the tire [but it] failed to stop the leak. Because the aircraft uses “unusual” wheels, obtaining a replacement tire from the FBO was not an option. Ordering a replacement would have taken a week or so. My options were to fly the airplane home or leave the airplane at the FBO and get a replacement tire. I began seriously considering flying the airplane home. My thought process was as follows: This is a tail wheel aircraft well known for its ability to takeoff and land at very slow airspeeds in very short distances. With a touch of flap and lightly loaded, it can lift off at approximately 20 knots. I had 20 knots of wind

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directly on my nose. I would be airborne with a ground speed of less than 5 knots.

Takeoff would not be a problem, even with the flat. My home airport was reporting winds of over 25 knots down the runway so landing would also be a slow ground-speed event…. Having already landed with the flat, I knew that landing and ground handling was not an issue. I elected to fly the airplane home.

I…was cleared to taxi…. Ground asked me if I was aware that I had a flat left main tire…. I said…I was okay with departing if he was okay with letting me go. Upon contacting Tower, I was told, “Enter the runway at your own risk.” I asked if I was cleared for takeoff. Tower Continued on Page 34

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GEORGIA ON MY MIND he good news is that after 38 months of unemployment and 600 job applications, I’m now a contract employee with a major aerospace manufacturer in Savannah, GA. And that, in turn, leads us to the unlikely history of the RV-8A that I used to own.

The story starts nearly five years ago when I bought an AirCam at government auction at a screamingly good price. The plan was to fly it for three or four years and then sell it for enough to cover purchase price plus all the expenses of ownership. When I bought it, I lived in Arizona and thoroughly enjoyed flying it there. But, nine months after purchase, I (and it) moved to Cedar Rapids, Iowa.

Aerial sightseeing in the midwest is not spectacular, like it is in other parts of the country, but the midwest in summer is as beautiful as any other part of the country. Trouble was, summer – even stretching the definition to mean any time the temperature was above 50 degrees, sort of a minimum required temperature for a tolerable AirCam flight – was at best six months of the year. The AirCam was advertised for sale several times, but then I changed the ad to say, “Might trade for the right RV-8.”

As it turns out the right RV-8 was actually an RV-8A in California. An acquaintance looked at it and gave it a clean bill of health, and I knew Dave Saylor of Aircrafters LLC, who’d given it its last annual condition inspection, from 20 years or so before.

So the new AirCam owner had it ferried out, and I followed a short time later to sign paperwork and bring the RV-8A home. With the paperwork all signed, I headed from Pine Mountain Lake on the west side of the Sierra Nevada to old stomping grounds in Prescott, Ariz.

Nellis Approach refused to acknowledge my transmissions – thanks, fellas – so I got to navigate all that funny airspace north of Las Vegas on my own. I landed at Prescott just at legal sunset, not that the legalities mattered, but the darkness would have.

Over the following days I played tag with that monster storm that set an alltime record for low pressure, and beat the storm home to Iowa. I had only two hours of RV-8A time when I bought it, but with 400+ hours of RV time, flying it was like old home week.

Then came the first winter project, replacing the boarding step, which had improbably fractured – broken clean off at the wing root fairing – before I bought the plane. I got the new step in and fabri-

T

cated a fairing over the wing trailing edge out of aluminum sheet, the said fairing having an expanding Ed radius instead of Wischmeyer being just a simple bend. I was proud of that piece.

The next project was to build a new nose gear fairing, as the old one – like so many others on RVs – had been mangled by a towbar that didn’t really fit the nosewheel fork. And the only disadvantage to the full swiveling nosewheel – and it is a major pain in the rear – is that it makes it difficult to push a plane backwards, even with a towbar, and almost impossible without it. You can push down on the tail, but I’m barely heavy enough to do that on this RV-8A. So the new nosewheel fairing got installed, but with a major modification.

Instead of having a nose piece and an aft piece – both of which have to come off to get access to the wheel – the new design had a nose piece that could stay on while only the aft piece comes off: Way cool, but a ton of work.

So then along comes this job offer, hooray! But I’m thinking, I don’t really need to move to Georgia with two airplanes in tow, especially when the RV-8A really needs a new panel, and I don’t want to spend any more money on airplanes untill the Cessna sells. So I advertise it for sale, hoping for the best.

A few days later, Dave Saylor calls and says that he has a customer who’s looking for an RV-8A, and can I tell him about mine. “Sure,” says I, “it’s Rich’s old red airplane, and you did the last annual on it.” In other words, the buyer knew the airplane better than the seller.

With lots of paperwork back and forth with their loan company and escrow company, the RV-8A was turned into the cash that kept the AirCam flying, that was borrowed from retirement savings, that lived in the house that Jack built.

So the new buyer bought the plane sight-unseen, as did the previous buyer, me. Go figure the odds on that one!

Now the RV-8A is in California getting a new instrument panel, the old panel will be advertised on eBay, the retirement account is happier, but we all know that very few retirement accounts are actually happy these days. I’m in Georgia with the Cessna, which is as beautiful and sweet as ever, but no faster.

So why did I sell the -8A? I didn’t want to have two airplanes when prioriContinued on Page 36

August 2011

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29

Steve e Weaverr Aircraftt Saless

Purveyor of Quality Aircraft Since 1968 Route 3, Box 696, Philippi, WV 26416

Phone: 843.475.6868 Fax: 803.753.9761

Website:: www.steveweaver.com m • e-mail:: airplanes@steveweaver.com

1962 BEECH D50E TWIN BONANZA N536D. 7408 TT, 731/731 SMOH, 106/106 SPOH, Century III, HSI, Stormscope. Hangared, sold with fresh annual. $74,500

Actual Photo

1951 CESSNA 170A

2003 CESSNA 172SP N196SP. 2960 TT, 400 SMOH, NDH, hangared, KDM 550, excellent maintainence. $129,500

Actual Photo

N1342D. 4810 TT, 1370 SMOH, 200 STOP. With the modern gyros the former owner flew this aircraft light IFR. Actual Photo

1968 CESSNA 182L

1952 BEECH C35 BONANZA

1976 BEECH C23 SUNDOWNER

N3326R. 3306 TT, 240 SMOH FWF, Stormscope, S-Tec 40, LR fuel, superbly maintained.

Hangared, all logs.

N9559C. 4791 TT, 688 SMOH, Hartzell propeller, dual yoke, June annual, all logs, hangared.

N1947L. 4213 TT, 1567 SMOH, Garmin 155XL IFR, Century II, excellent cosmetics, hangared, no damage, all logs, August annual.

$67,500

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1978 CESSNA 340 N505TS. 3461 TT, 470 SMOH, Kice, 530, JB air, New Boots and Hot Strip. Fresh annual and NDH.

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$169,500

$32,500

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1971 AZTEC

1972 CESSNA 310Q N310SV. One of a kind! 2200 TT, 780/780 SMOH, 625/625 SPOH, custom Garmin package, 530/430 TAWS, Multifunction.

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THE CROWN ROYAL SPECIAL N4433M. This PA-12 is a Cubs Unlimited masterpiece with over 30 major modifications. A few of them are the new Dakota Airframes replacement fuselage, a factory new O-360-A2A engine, Atlee Dodge 30.5 gal tanks with left, right, both selector, Cub doors on both sides, 96” flaps, lower and upper baggage, welded float fittings, 26” tires.The airplane has less than 40 hours since it was built. Words cannot do justice to this airplane, it must be seen.

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N13980. 8810 TT, 10/110 SMOH, 105/105 SPOH, NDH, all logs.

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“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

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31

SUMMER AIRSHOWS

ARLINGTON FLY-IN:

THE THIRD LARGEST

By Paul Tannahill panning five days (July 6-10) and encompassing almost every aspect of general aviation, the Arlington Fly-in, in Arlington, Wash., is the third largest fly-in event in the country, behind AirVenture and Sun ‘n Fun. This year around 800 aircraft were in attendance, and each day offered a full schedule of events that combined to create a truly immersive aviation experience.

The expansive fly-in grounds were well laid out and, thankfully, easy to negotiate with shuttles that were pulled by vintage tractors. Besides the general show-plane parking, overnight plane camping, and R.V. camping areas, there were several themed display areas.

The Light Flight area was designated for ultralight aircraft of all types and was equipped with its own runway for self sustained operations. The Warbird Ramp was dominated this year by the Commemorative Air Force’s 15 mission combat veteran, North American B-25N Maid In The Shade, as well as a

S

IN THE

COUNTRY

Grumman S2F Tracker from the Arlington Naval Aviation Museum.

Scheduled to appear was the CAFs B17G Sentimental Journey, unfortunately an engine overhaul kept the aircraft from attending.

Directly adjacent to the Warbird Ramp was “Camp Adams,” where around one hundred privately owned military collector vehicles and equipment were on display. Also in this area, there was a Medal of Honor exhibit, as well as a theater tent where various war movies were shown each evening.

The vintage airplane area, noticeable by the large, red, Barnstormers Barn, showcased many antique and vintage aircraft. Among the more notable was the beautifully restored 1928 Boeing Model 40C as well as a spectacular, reproduction Stinson Model ‘0’ Senior Trainer, both aircraft returning to Arlington for the second year.

The exhibit area featured a large number of vendors. Generally geared toward pilots, the area lacked the usual Continued on Page 37

This partial view of the fly-in grounds on departure, gives some impression as to the size of the event.

(Paul Tannahill)

Owned by Addison Pemberton and magnificently restored by Pemberton and Sons Aviation of Spokane, Wash., this 1928 Boeing Model 40C, is the worlds oldest flying Boeing.

(Paul Tannahill)

Celebrating Twenty-Seven Years of In Flight USA

32

August 2011

A STUDENT’S LIFE LESSON

Close Calls is a column detailing the “close call” experiences of fellow pilots.

Determining a close call can be quite subjective but for our purposes here a close call will be any situation where a pilot suddenly finds themselves in a potentially dangerous situation quite unexpectedly. Personally, I describe a close call as “closer than I’d prefer.” I invite you to contact me at Close Calls@PCAS.ca or 1-888-PCAS-123 (GTA: 416-225-9266) to anonymously share your stories. I will collect the details and prepare the article for Close Calls. The experience shared and lessons learned will be of benefit to all readers.

Confidentiality will be assured and I will not use your name or aircraft ident without your permission. If your submission is used in Close Calls you’ll receive a copy of The Aviators: The Complete First Season on DVD.

Our pilot was working in the pattern on just solo hour number two working toward her private pilot’s license. She really enjoyed circuits… the routine of taking off, turning crosswind, downwind, base, final and then having the wheels touch the runway only to get to do it all over again.

That day, the skies were clear and blue with a bit of a crosswind – overall, a good day to practice. It was her second circuit of the day and she was feeling comfortable. She turned final and made her call then noticed the runway was approaching rather quickly.

“I was coming in too fast,” our pilot recalls. “I pulled the power back but it was too late, I felt the wheels hit the pavement… hard!” As her 172 sped down the runway there was a gust of wind and the aircraft began veering to the left.

“My foot smacked down on the right rudder but I had the sensation that the plane was tipping so I instinctively removed my foot. That’s when the plane veered back off the runway and onto the grass!”

“All I could think at that moment was “I’m off the runway… Oh God, oh God!” Our pilot anxiously relives, “I was speeding on the grass heading toward an intersecting runway. I started to actually make out the runway lights directly

ahead of me. There was no time to think – I needed to act fast.”

Our pilot jammed the throttle forward and felt the plane lift as she gently pulled back the yoke, her eyes glancing down. Airspeed: 60. Trim. Airspeed: still 60. Her mind racing and wondering “Why can’t I gain airspeed? I’m going to stall and I’m 100 feet off the ground!”

Flaps!

Flaps up a notch, yoke slowly pulled back, the plane finally did begin to pick up airspeed. “I take what feels like my first breath since I turned final. My body is hot and shaking from the adrenalin.”

Now 400 feet above the ground, our pilot continues to check her instruments.

“The plane is still moving slowly. I’ve missed something!” Her eyes frantically search the panel… Carb heat! She pushes in the carb heat and the plane purrs and soars within seconds.

Turning crosswind, our pilot is still shaking but she tells herself over and over to focus. As she’s about to turn downwind her thumb finds the call button and is actually surprised at how calm her voice sounds!

On the downwind our pilot performs her pre-landing and takes what feels like her second breath. Before long she’s back

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on final.

“I tell myself that I can do this but part of me is absolutely petrified,” our pilot admits. Focused, she lines the plane up to the runway and her eyes dart back and forth between the runway and the instruments.

Closer, then closer still, then our pilot was over the runway and let the plane gently find it’s way to the ground.

She rolled to the taxiway, made her call clear of the runway, and took what felt like her third breath.

“That experienced has defined me,” confesses our pilot. “When I initially got out of the plane my confidence was shot. I was so disappointed in myself for coming in too hot, then rolling off the runway. I was going to quit my lessons. I told myself that didn’t I have what it took to be a pilot.

“However, after speaking with my instructor and a few other pilots they focused on not what I did wrong but how I was able to stay in control and fix the problem at hand. That’s what pilots do… they remain focused and do what needs to be done… because they have to!”

Our pilot concludes, “The whole incident took just a matter of seconds, but it felt like a lot longer. My mind was racing trying to correct what I did wrong all while I was seriously freaking out inside.

But I was able to do everything I was taught. Not only did that experience teach me to stay calm while flying, but also in many other life scenarios… assess the situation and then act.”

“More times than not when talking to another pilots, our “close calls” come up in conversation. We’ve all had them but training kicked in and we’re still here to tell the story,” attests our pilot. “My incident wasn’t life threatening but it was enough to get this student pilot’s adrenalin pumping.”

Fly safe(r).

1-888-PCAS-123

info@PCAS.ca

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August 2011

OODIES AND ADGETS

www.inflightusa.com

33

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.

BURT RUTAN’S RACE

TO

• • • • • • •

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The Magician of Mojave and His Flying Innovations Written by Dan Linehan Years ago, Burt Rutan told a reporter for Popular Mechanics, “If we make a courageous decision like the goal and program we kicked off for Apollo in 1961, we will see our children or grandchildren in outposts on other planets.” Legendary science-fiction writer Arthur C. Clark would later recall Rutan’s quote in a piece he wrote about SpaceShipOne and comment, “Fortunately, we need not rely solely on governments for expanding humanity’s presence beyond the Earth.”

Burt Rutan’s Race to Space, written by Dan Linehan with a forward by Mike Melvill, showcases Rutan’s herculean efforts to do just that. Smithsonian’s Air and Space Museum displays his most celebrated achievements, including SpaceShipOne, which won the coveted $10 million Ansari X Prize for private spaceflight; Voyager, which hangs with SpaceShipOne in the Milestones of Flight gallery; the Virgin Atlantic GlobalFlyer; and the VariEze. His many aerospace innovations preceding his most recently conceived designs, SpaceShipTwo and WhiteKnightTwo, chronicle a progressive, step-by-step attempt to break barriers with engineering know-how and a wondrous imagination, all the while remaining on the forefront of the burgeoning private spaceflight industry. Rutan’s X Prize triumph and subsequent spacecraft designs are not a beginning, nor an end, but are steps in Burt Rutan’s continuing adventure to expand humanity’s presence beyond the Earth and into space.

This hardcover book’s 160 pages are filled with a combined 225 illustrations and photographs that add to the amazing story of one man’s vision. This new book is available for $30 at wicksaircraft.com or Qbookshop.com.

SENNHEISER’S NEW S1 HEADSET The Sennheiser S1 Digital aviation headset is designed to give you maximum control over noise levels in the cockpit, so you can focus on the joy of flying. At the push of a button, the S1’s exclusive NoiseGard digital technology accurately analyzes the cockpit’s noise levels to achieve superior noise cancellation during all phases of flight – from take-off to landing. This headset comes with standard dual GA plugs for fixed wing aircraft.

The S1 has an introductory price of $995 (MSRP $1095), and Aircraft Spruce offers free shipping on this headset (normal free shipping rules apply). For more information, contact Aircraft Spruce at 877/477-7823 and reference part number 11-09919.

THE NEW BEYERDYNAMIC HS 800 DIGITAL HEADSET The HS 800 Digital is a closed-back aviation headset.

The innovative DANR system (Digital Adaptive Noise Reduction) provides an extraordinary effective active ambient noise attenuation. The headphone features a very high reproduction precision and a balanced sound.

Another special feature is the wide frequency response of 5 - 30,000 Hz. The soft, circumaural leather ear pads filled with viscoelastic foam and the adjustable padded headband provide a high level of comfort. The microphone with adjustable gain can be optimally positioned with the flexible gooseneck to ensure a high gain before feedback and noise cancellation. The rotating microphone holder allows positioning the microphone on the right or left hand side.

The connecting cable is single-sided. The connecting cable provides an audio box to adjust the volume of the headphone and to connect a mobile phone, music player (e.g.

CD or MP3 player) or iPhone. If signals from the intercom occur, the volume of the mobile phone or music player can be reduced automatically. This auto mute function can be deactivated. The HS 800 Digital includes three pairs of silicon ear pads in different sizes and a soft storage case.

These earphones start at $799 and can be purchased at aircraftspruce.com. For more information, contact Aircraft Spruce at 877/477-7823.

Continued on Page 35

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34

August 2011

Safe Landings ditions were gusty and the crosswind component was near the maximum demonstrated for the airplane, I considered my choices carefully – whether to leave at all, which runway to use, etc.

Among the considerations was the takeoff flap [setting]. The manufacturer recommends either no flap, or 15 degrees. For a while, I was “on the fence.” No flap would minimize my initial drift while I was low, but 15 degrees (first “notch”) would have me climbing faster…. At one

Continued from Page 27 said, “No takeoff clearance will be granted. Enter the runway at your own risk.” I said, “I don’t want to enter the runway if someone else is on final. Am I cleared?”

Tower said, “No traffic is observed in the area. Enter the runway at your own risk.”

Situation 2: Low and Slow (Light Sport Aircraft Pilot’s Report) • I was to ferry a light sport airplane to its new owner. Since the departure con-

point I decided that my previous decision to use no flap was not the best choice. I moved the flap selection lever to select 15 degrees...more than the 15 I had already put in, and forgotten…. I failed to verify the setting by looking. Had I done so, I would have seen that the selection lever was pointing at 30 degrees. At takeoff, the airplane was climbing very poorly. I found myself drifting off center-line, low and slow over flat airport property in a matter of seconds.

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The Rest of the Story - The Reporters’Actions Situation 1: Flat Out Right...or Wrong • I asked the controller straight out, “Are you going to issue me a takeoff clearance?” He replied, “No.” I was not about to cross the hold-short line without a clearance. “Enter the runway at your own risk” was not a clearance in my mind. So I decided that this flight was now over. In the end, I am glad that the tower controller did not clear me onto the runway and I am also glad that I elected not to cross the hold-short line without a clearance. Ultimately, not taking off and putting the airplane back in the hangar was the right decision. There is just no sense in increasing risk and, while I was sure that both the airplane and I could handle the situation, there is no question that the risk of taking off and landing with a flat tire is higher than without a flat tire.

Situation 2: Low and Slow • I realized the error immediately and elected to land on the flat ground, into the wind, rather than attempt to remove any flaps while I was low and relatively slow. The landing itself was normal and no damage resulted. I advised tower that all was well and I prepared for another departure attempt. A friend, who was seeing me off, sent me a text message pointing out that I didn’t have to leave. I had a chance to reconsider. Incredibly, the thought of postponing hadn’t even crossed my mind. That message loosened up whatever mental cog was stuck. A decision to leave the next day seemed obvious, especially when I thought about how this would read in an NTSB report (Pilot attempted to take off; landed off runway after aborting; crashed on second attempt!) That no damage or injury was sustained is largely a matter of luck.

Nobody would be the least inconvenienced or concerned if this flight took place a day later. What was I thinking?

Factors: false urgency; “get-there-itis;” failure to fully appreciate just how vulnerable low-power, low-wing-loading aircraft are to strong crosswinds; failure to look and confirm settings; getting mentally stuck in a groove (i.e. not considering postponing the departure, even with “in my face” evidence of the unsuitability of the prevailing conditions).

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35

Norm DeWitt 1975 CESSNA 340

3490 TT, 850/850 Hrs. Since Factory Reman (RAM STC), KMA-20 Audio Panel, Dual Collins 251 Com & 351 NAV, KLN-89B GPS, KR-85 ADF, KT76A Transponder, Slaved HSI, 400A IFCS, CFS-2001 SDI Hoskins Fuel Flow, Full Co-Pilot Inst. Panel, Micro Dynamics VG’s and much more. Fresh Annual, NDH, Complete & Original Logs................................................................$99,500 OBO

DeWitt’s first fully aerobatic plane, the beautiful Christen Eagle.

Continued from Page 24 ty of setting personal goals. One needs to identify the obstacles for achieving those goals and work to overcome each of them. He once read, “If you can dream it, you can make it happen.”

Norm has given a great deal to the profession. He has served on the Board of Directors of the San Carlos Pilots Association and is considering a third term on the EAA Board of Directors. He has also served as Director of IAC, President of Unlimited Aerobatics USA inc. and is a national aerobatic judge.

One of the rewards of competition flying are the wonderful friends one makes, friends from all over the world, not just from your own airport or your own state. He is truly thankful to be part of this close-knit group. But, it is not just the friends one makes, he explained. He is motivated by the pursuit of excellence.

He struggles to fly a perfect figure. It challenges him to be the best he can and to live up to the expectations he has set for himself.

I asked Norm about the future. How much longer can he compete at this high level? He works out at a gym to keep physically fit allowing him to take the tremendous G forces that are part of competition aerobatics. One must be mentally fit to understand the pattern work involved in the various routines and to continually learn new patterns. He is 67 years old but still feels 21. (Well, most of the time.) Norm has his beloved Edge for sale. Perhaps, when, or if it sells, he will consider other avenues that will keep him on top of the profession he has loved for so many years.

Norm has great talent and his many successes will only be precursors to what lies ahead. In addition to his flying credentials, he achieved a Bachelors degree in Aeronautical Engineering from Notre Dame University in Indiana and holds an MBA from the University of Santa Clara in California. The handsome man is married and with his wife, has produced two beautiful daughters. We can’t say he has done it all. There may be many rewards

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Continued from Page 28 ties were to excel on the job and to build community, wasn’t sure about a bubble canopy in the heat of the deep south, and the only place I could find a pair of hangars was a grass field, not necessarily something that an -8A would be fond of.

Over the July 4 weekend, I took the airlines back to Iowa to fetch the Cessna, waking up at four a.m. eastern time, a half hour before the alarm went off, then two legs on the airlines, lunch with friends in Iowa, an abortive attempt at a nap in a warm hangar, and then across Lake Michigan to visit my aunt. I made it okay, but I had used up pretty much all of my energy reserves.

The 30-knot tailwinds, most I’ve ever seen in the Cessna, were welcome.

Next day, Saturday, was a recuperation day, and Sunday I headed south. The first stop was to visit old family friends on the other side of the state. Then I stayed the night in Columbus, Ohio, with EAA buddy Clare Lutton and his three, great kids.

The first stop the next day was for gas at some county airport in far western Virginia. They advertised gas at $4.99, and they had a brand new terminal building, but it was locked. So I headed out to the Port-a-Potty by the fuel island, and the solar heating was in full force on this 95-degree day. And the gas price wasn’t as advertised, either – it wasn’t $4.99, it was $4.29. You can’t lose ‘em all.

Then I headed south towards cheap gas in South Carolina, and I’ve got a new trick I use: when the clouds are at my desired altitude, or close, I file IFR and go GPS direct. No matter how much I try, it seems that doing this almost never gets me inside a cloud, and with tons of clear air below the clouds, this is about as easy as IFR ever gets. On the flight from eastern Michigan to Georgia, maybe 40 percent was this soft IFR – but I had an out, and was ready for the hard stuff.

So now, for the first time in five years, I’m back down to one airplane. The Cessna is still gorgeous, still a complete

sweetheart, still slow, and still for sale.

••••• My nephew graduates from USAF pilot training in two weeks, and last night all of his class members got their first airplane assignments. His first choice was the A-10, but that one available slot went to the #1 graduate in his class. Since he was #2, they assigned him from the leftovers. And, to build suspense, they announce each graduate’s assignment by projecting pictures of three airplanes on the screen and then removing them, one by one, with the assignment airplane being the last one on the screen. His three airplanes were the T-38, the F-15, and the F-22. First to disappear off the screen was the T-38, no surprise, as staying on as an instructor pilot is not usually a top choice, and was not one of his choices. Flying the F-15 as first assignment? Pretty cool!

Then there was a really long pause. The F-15 disappeared, leaving my nephew stunned, speechless, and open jawed.

He’s going to fly the F-22 Raptor.

Actually, the F-22 was his fourth choice (behind the A-10, F15E and F15C) because he didn’t think there was any possible way he could get it. Last night, the party wound up at his house and, appropriately, everybody was giving him huge amounts of... appropriate brotherly encouragement, we might call it politely.

We have flown together. For his college graduation present, I invited him out to Iowa for a week to fly with me, and he got six or eight hours in the Cessna, an hour in the AirCam, and an hour in a friend’s RV-8A. Last night when we talked, he reminded me that when he was a small boy, I gave him a number of rides in the Cessna. Never did get around to filling out the paperwork to making him an official Young Eagle, but the results are the same.

I am so excited for him. And so, so, so jealous…

Tips from the Pros Continued from Page 23 Does this sound like “new” thinking?

Not to jet pilots! Practice controlling airspeed in your small airplane with thrust and control altitude with pitch. It is the correct way to fly, especially if you want to graduate into small jets. Apply the “power to speed” and “pitch to altitude (or glide path)” the next time you are shooting a precision spot landing in your Cessna or Piper. You may be amazed at the increase precision you have.

Obviously, if the airplane gets slower than you prefer in the climb (or flying up to the glide slope), you may need to add power.

Likewise, if it gets too fast in the descent (or flying down to the glide slope), you may have to reduce power. Just be aware that you are making these adjustments in power to control airspeed, not to climb or descend. Remember the basics, the elevator makes an airplane go up or down, thrust levers make the airplane go fast or slow. Try it! You’ll like it!

August 2011

www.inflightusa.com

Arlington Fly-In

37

Fly High and Take a Friend!

The MH EDS O2D2TM Pulse-DemandTM portable oxygen system makes your two person flying at high altitudes safer and more comfortable.

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Absolutely stunning, is the way to describe this Pitts Model 12. The judges thought so as well, awarding it Grand Champion in the Plans Built category.

(Paul Tannahill) Continued from Page 31 airshow knickknacks. Instead, companies such as Glasair, Van’s Aircraft, and Aircraft Spruce (among many others) displayed their products and hopefully took a few orders.

A variety of workshops and forums covering a wide range of subjects, from flight safety, to aircraft systems and aviation history, as well a multitude of other topics were offered each day in numerous locations around the event. Flight experiences were offered in several aircraft including helicopters, a 1930 New Standard biplane, as well as the CAF B-25.

A multitude of food venders were available to satisfy any taste and any meal of the day. One place even offered pizza delivery to your plane or RV campsite. However, special cook stations were available for fly-in campers who were inclined to fend for themselves. Other amenities available to fly-in and camping visitors included showers, free cell phone charging, an internet café, rental cars, a shuttle into town, and an on-field radio station that broadcast weather, news, flyin schedules and more, as well as music.

This year the grounds also featured a full size carnival with rides and games for the kids. The activities even continued after the sun went down, with free movies being shown each evening at the outdoor “Runway Theater,” as well as a concert Saturday night.

Performers for the daily airshow this year included Will Allen in his Super Decathelon, John Mrazek flying his Harvard Mk. IV, Pussycat II, Renny Price preformed in his Sukhoi SU-29, Vivki Benzing in her Extra 300S, Dave Mathieson flew his Pitts, and Paul Hajduk performed in his ASW15 glider.

Ken Fowler and Eric Hanson, “Team Rocket,” put on a spectacular display in their matched Harmon Rockets, as did the father/son team of Bud and Ross Granley, in their Yak 55 and Yak 18. Flyby’s were also preformed by Hans Von Der Hoffen in his Alpha Jet, the CAFs B-

Exceedingly more rare than its younger sibling, this 1934 DC-2, owned by the Museum of Flight in Seattle, Wash., is one of only two flying examples in the world and the only example flying in the U.S. (Paul Tannahill)

Hans Von Der Hoffen, puts the Alpha Jet through its paces.

(Paul Tannahill) 25, and on Saturday, the Flying Heritage Collection’s Mk. Vc Spitfire was flown

by Carter Teeters.

Of course when all is said and done, the real show stoppers in an event of this magnitude are the countless individuals that have put an enormous amount of time and effort into making this event such a success every year.

Probably one of the greatest aspects about the Arlington fly-in, is that with so much to see and do during the week, (what is listed here hardly scratches the surface) the fly-in maintains a very laid back and “grass roots” feel. For those who have not yet had the opportunity to experience all that Arlington has to offer, this writer would recommend putting it on your calendar for next year.

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Celebrating Twenty-Seven Years of In Flight USA

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n Jan. 5 of this year, Marine Cpl. Farrell Gilliam was critically injured by an improvised explosive device (IED) while on patrol in Afghanistan. After life-saving surgery in Kandahar, Gilliam has been at the VA Hospital in Palo Alto, Calif. for recovery and physical therapy. While at dinner one night with his family, Cpl. Gilliam expressed a desire to learn how to fly.

Gilliam’s second cousin, Amy Davis, is a flight instructor (CFI) and has her own aircraft. Amy was instrumental in helping arrange for his first flight lesson and San Francisco Bay tour. The arrangements included being escorted to Palo Alto Airport (PAO), by the Palo Alto Fire

O

Department in three full-sized fire vehicles on Friday, May 13. Members of the fire department, including four captains and full engine crews, picked up Cpl. Gilliam at the VA Hospital, and arrived at PAO, parking near the airport flight schools and other aviation centered businesses.

The fire crews escorted Gilliam to his cousin’s Piper Cherokee where CFI Amy covered all the essentials to a “first lesson” future pilot before take-off. An hour later, a happy Cpl. Gilliam returned from his flight and was escorted back to the VA Hospital by the fire department.

This writer was privileged to take a small part in the arrangements and has since visited Cpl. Gilliam at his ward at the VA Hospital. Cpl. Farrell Gilliam’s service, like that of many others, insures the continuation of our freedom, for which we shall ever be grateful.

AIRVENTURE TODAY FOUNDER DAVE SCLAIR PASSES

By EAA Staff ave Sclair, the founding publisher of AirVenure Today and a longtime member and supporter of EAA, passed away July 26, according to his son, Ben. The elder Sclair and his wife, Lou, are well known in the general aviation community through the decades they’ve published General Aviation News and their work for Living With Your Plane, a publication and organization dedicated to those who live on airparks and in airport communities.

Dave was scheduled to deliver his Residential Airpark forum at AirVenture 2011, but his treatments for a diagnosis of a glioma – an inoperable form of brain cancer – forced him to cancel.

He had only recently been moved into hospice care near his home outside Tacoma, Wash., and both Lou and Ben were with him discussing an unfinished book project when he died.

In 1994, Dave and Lou launched

D

(EAA Photo) what was then called EAA Today as the “hometown daily” for AirVenture, and their efforts provided the foundation on which AirVenture Today has grown.

His legacy continues in the publications he produced and in his wife, children, and grandchildren.

Dave’s quick wit, ready smile, and warm personality will be long missed.

Visit In Flight USA’s website for the latest aviation news...www.inflightusa.com

www.inflightusa.com

August 2011

Aviation Ancestry

39

by Scott Schwartz

BUFF: PART II n March 18, 1954, the first Boeing B-52A was rolled of the company’s Seattle plant. It differed from the X/YB-52 in several ways – besides the replacement of the tandem cockpit with side-by-side seating. An Electronics Warfare Officer (EWO) was added to the crew. This crewmember was placed on the upper flight deck with the pilot and co-pilot. The bombardier’s and navigator’s positions were placed on the lower deck, and the tail gunner sat in his own position in the rear of the fuselage (from which he could fire four .50 caliber machine guns).

That wasn’t all. Water injection systems were added to the J-57 engines, and small doors were installed on the top of the fuselage, aft of the cockpit, which covered the air-to-air refueling receptacle.

The Air Force wanted 13 B-52As, and the first one left the Boeing plant on March 18, 1954. Only three were built.

The remainder were built as B-52Bs. The three “A” models were loaned back to Boeing for use in flight tests. One was eventually modified for use as the launch aircraft for the X-15. None were ever assigned to the Strategic Air Command.

With the July 14, 1954 roll-out of the B-52B, the Air Force had the first combat-capable B-52. Including the 10 B52As that had been upgraded to “B” standards, the Air Force order called for 50 “B” models to be built.

With more powerful versions of the J57 engines, the B-52B could be fitted with a drop-tank under each wing, each of which could hold 1,000 gallons of fuel.

With the drop tanks installed, the airplane could carry a total of 37,385 gallons of fuel.

The first “B” model to enter service with the Strategic Air Command (SAC) was actually an RB-52B. Fifty RB-52Bs were ordered; unlike the pure bomber B-52B, the RB-52B could be fitted with an internal “capsule” that was fully pressurized, and which was equipped with several cameras along with two additional crewmen to operate them. The RB-52B was equipped with two 20 mm cannons in the tail turret; the bomber variant retained the four .50 cal. machine guns.

After nearly two years of training its crews and testing the aircraft, SAC wanted the world (not to mention the Soviets) to see what the B-52 could do. In connection with a mission that was dubbed “Operation Power Flite,” five B-52Bs

plant in Wichita, Kans. Well, some of the B-52D production was moved; 101 of the 170 B-52Ds were built in Seattle, with the first flight of a Seattle-built B-52D taking place in 1956.

Like its predecessor, the B-52Ds were delivered to the Air Force with the “anti-flash” gloss white paint on its underside. However, a little problem brewing in South East Asia would lead to the re-painting and technical modifications of the aircraft for quite some time.

O

took off from Castle AFB (now Castle Airport) on Jan. 16, 1957. The plan was to fly around the world, non-stop. Two of the airplanes were “back-ups” in case any of the assigned airplanes had mechanical problems – two of which did. The three airplanes left, completed the flight and landed at March AFB (now March Air Reserve Base) on Jan. 18 – 45 hours and 19 minutes after they took off. Naturally, the B-52Bs refueled in flight (by Boeing KC-97s), and General Curtiss LeMay publicly emphasized that Operation Power Flite proved that SAC could strike any target on the planet.

B-2Bs soldiered on until the end of 1965. At that point, retirement of the B52B had begun, and by early 1966, all the B-52Bs had been retired.

In keeping with its role as a nuclear bomb carrier, the B-52C was the first Stratofortress with a completely white under-side. The white paint was meant to reflect nuclear radiation and heat away from the aircraft. The first “C” model left the Seattle plant on Dec. 7, 1955, and 35 were built.

Its external wing tanks each carried 3,000 gallons of fuel (compared to the 1,000 gallons carried in the B-52B’s external tanks), and the extra fuel capacity, combined with the gloss-white paint added considerable weight to the aircraft.

To offset the additional weight, J57 engines with improved water-injection systems were fitted to the B-52C. Very nearly identical to the B-52D, B-52C’s were assigned to B-52D squadrons that were flying combat missions over Viet Nam. Still, the last B-52C was flown to the bone yard at DavisMonathan AFB on Sept. 29, 1971.

Two items distinguished the B-52D from the B-52C. The first was the fact that the ability to carry the “reconnaissance capsule” was deleted altogether.

The second item was the movement of B52 production from Seattle to Boeing’s

Celebrating Twenty-Seven Years of In Flight USA

40

August 2011

DEPARTMENT OF TRANSPORTATION GRANTS TERRAFUGIA EXEMPTION REQUESTS

Terrafugia, Inc., developer of the Transition Roadable Aircraft officially received a grant of all of the special exemptions it had requested from the National Highway Traffic Safety Administration (NHTSA). Terrafugia’s Transitio is the first combined flyingdriving vehicle to receive such special consideration from the Department of Transportation since the Federal Motor Vehicle Safety Standards came into being in the 1970s.

These exemptions pave the way for Terrafugia to begin deliveries once Terrafugia’s rigorous Transition certification testing program is complete.

Extensive analysis and simulated crash testing are also being employed with

(Photos courtesy of Terrafugia, Inc.) industry partners to ensure that the Transition meets all other applicable

crash safety standards. The Transition is the only light airplane to have undergone

this high level of crash safety design and analysis. It is also the first to incorporate automotive safety features such as a purpose-built energy absorbing crumple zone, a rigid carbon fiber occupant safety cage, and automotive-style driver and passenger airbags.

These exemptions allow the Transition to use tires that are appropriately rated for highway speeds and the vehicle weight but are not ordinarily allowable for multi-purpose vehicles.

The same tires were used successfully on the Transition Proof of Concept that was flight- and drive-tested in 2009.

Traditional laminated automotive safety glass would add significant weight to the Transition and could fracture in such a way as to obscure the vision of the pilot in the event of a bird impact. This exemption allows the use of polycarbonate materials that provide comparable protection to the occupants with significant weight-saving without shattering or crazing thus improving the safety of the Transition. In the exemption text, NHTSA states: “We further conclude that the granting of an exemption from these requirements would be in the public interest and consistent with the objectives of traffic safety.”

In 2010, the Transition was granted an additional 110 pounds allowance by the Federal Aviation Administration (FAA) in a prior exemption action by the DOT. Terrafugia (terra-FOO-gee-ah), based in Woburn, Mass., is a small aerospace company founded by pilot/engineers from MIT and supported by a world-class network of advisors and private investors. Terrafugia’s mission is the innovative expansion of personal mobility. “Terrafugia” is Latin for “escape from land.”

August 2011

www.inflightusa.com

41

Green News

PARIS-MADRID 2011 EFFICIENCY RACE CELEBRATES THE 100TH ANNIVERSARY OF THE FIRST MORANE-SAULIER RACE BETWEEN PARIS AND MADRID BACK IN 1911 Pipistrel Announced Their Double Podium at the 2011 Paris-Madrid Green Air Challenge.

Just like the original event, the 2011 race, named Green Air Challenge, promotes the conception of innovative aircraft that are superior from the aerodynamic, engine and structural point of view.

After having won the renowned NASA Personal Air Vehicle (PAV 2007) and NASA General Aviation Technology (GAT 2008), Pipistrel again proved to be superior and to have the winning combi-

nation both in the Sinus 912 and Virus SW 100 in a strong competition! “This double podium is a true statement to overall performance and extreme aeroefficiency of our aircraft,” said Pipistrel.

Sinus 912 (registration F-JRZQ) piloted by Michail Anastasiou, won the race by a large margin. Virus SW 100 (registration F-JSER) piloted by Pierre Cormi took third place, showcasing Pipistrel’s superiority in efficient flight.

“We would like to congratulate the winning pilots on these fantastic achievements and extend our compliments to the race organisers for their green flight initiative,” company administrators said.

In the race, each team had to fly the distance between Paris and Madrid in several legs, totaling 1229 km as fast and efficiently as possible, while performing a noise emission test half-way through the race. Criteria for the calculation of the

BIOJET SUPPORTS AVIATION BIOFUEL APPROVAL ONE BILLION GALLON AVAILABILITY BioJet International Ltd. (www.biojetcorp.com) announced that it joins the worldwide aviation industry celebrating approval of bio-derived jet fuel for commercial use (ASTM International revised D7566).

Concurrent with this approval, and to aid in development of the bio-aviation market, BioJet is releasing one billion gallons of renewable jet fuel to long-term contracts.

This is a one-time, introductory offer made to the commercial aviation industry on special pricing and terms.

No deposit, take or pay contracts will

be freely transferable and may be assigned or traded over the life of the contract provided that the financial capacity of the assignee is at least equal to that of the original purchaser.

Pricing will be fixed at $2.97 per gallon. Alternatively, the buyer may elect to index at par with petroleum jet fuel with a $3.50 cap and $2.50 floor.

BioJet International, Ltd is a leading international supply chain integrator for renewable (bio) jet fuel and related products for the aviation and transportation industries that include renewable (“green”) diesel, feedstock oil, and feed-

stock co-products.

BioJet operates throughout the entire biofuel value chain and engages feedstock generation, technology, refining, logistics, sustainability certification, distribution, and eventual end use by the aviation and transportation sector user.

In February 2011, BioJet received a $1.2 billion funding facility from Equity Partners Fund. The facility is the cornerstone of BioJet’s more than $6 billion supply chain capital projects program over the next 10 years, which includes feedstock and refining projects, as well as investment and strategic acquisitions.

final result included: speed, payload capability, fuel consumption, range distance, noise emissions and safety features.

More about the race: http://parismadrid2011.free.fr/PM2011/index.php?l ng=en A beautiful video by Craig Peyton about the Green Air Challenge, with English narration: http://www.youtube. com/user/BahamasAviator?feature=mhe e#p/u/0/BnykUO3mROU

WITH This offer is made possible because BioJet, through its subsidiaries, owns and controls multiple, very large biofuels feedstock projects around the world. This unique position provides BioJet with the ability to control its internal allocation of resources for a significant cost control advantage while other companies are subject to severe fluctuations in cost and availability of feedstock.

For more information contact Jim Pfeil, Sr. V.P. Sales & Distribution at jim.pfeil@biojetcorp.com, or call 805/207-8164.

COALITION SEEKS INJUNCTION TO BLOCK EFFORTS IN CALIFORNIA SALES OF AVIATION GASOLINE A coalition of fixed-based operators (FBOs) and fuel distributors who sell leaded aviation gasoline (avgas) in California have sued the Center for Environmental Health (CEH) and the Attorney General of the State of California in response to a notice of an intended lawsuit against coalition members for supplying and using leaded aviation gasoline, allegedly in violation of the California Safe Drinking Water & Toxic Enforcement Act (Prop 65). The National Air Transportation Association (NATA), which has engaged common counsel with the coalition to protect the interests of all NATA members, is supporting this group with facilitation and administrative services.

Last month, the coalition asked a U.S. judge to issue an injunction to stop Prop 65 enforcement actions from proceeding. According to the complaint, the Prop 65 lawsuits will disrupt ongoing efforts by the U.S. Federal Aviation

Administration (FAA) and Environmental Protection Agency (EPA), who are working with industry groups to identify an alternative to leaded fuel that can be safely and reliably used by pistonpowered airplanes. Because any lawsuit under Prop 65 initiates state enforcement proceedings in California and can lead to imposition of huge civil penalties, which would cripple the small businesses who sell avgas, the complaint seeks immediate relief to protect the rights of coalition members to sell avgas under federal law and the U.S. Constitution. Aircraft have used leaded aviation gasoline, under FAA and EPA regulations, for decades.

The legal actions come on the heels of the May 9, 2011 “notices of violation” issued to a large number of California aviation fuel suppliers and airport FBOs, claiming they failed to warn residents near airports that aircraft emissions contain lead and “discharged” lead through engine emissions on take-off and landing.

In the Notices CEH proposes as “remedies” a complete bar on the sale of leaded avgas, clean up of allegedly contaminated drinking water sources, and the payment of substantial civil penalties – plus CEH's attorneys' fees. “The CEH litigation under California Proposition 65 threatens to interfere with obvious federal interests in aviation safety and aircraft engine emissions policy,” stated NATA President & CEO James K. Coyne. “It is imperative that the issues involving the safe and effective transition to an unleaded aviation gasoline be addressed in a coordinated way at the federal level, and that the FAA and EPA play their role as the agencies whose expertise will be applied through activities that are already well underway.”

In addition to NATA's efforts, the group has received significant support from the General Aviation Manufactures Association (GAMA), the Experimental Aircraft Association (EAA), and the

TO

BAN

Aircraft Owners and Pilots Association (AOPA), all of whom share a common interest with the coalition in protecting the GA community from efforts to utilize state laws to block the sale of avgas in California.

Additional Supplemental Information The remedies sought in the Prop 65 enforcement suit would shut down the entire piston-engine aircraft fleet in California and end all flight training at the named airports, with a detrimental impact on related economic activity. CEH has claimed that aircraft operators can freely substitute unleaded automobile gas for leaded avgas - suggesting a course of action that could put tens of thousands of aircraft operators and pilots in jeopardy if they were to use unapproved fuel.

California alone has 254 public-use Continued on Page 53

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• AVIONICS UPDATE: A ROUND-UP

PS Engineering’s New Audio Panels PAR100EX Brings Com Radio to your Finger Tips For more than a quarter century, PS Engineering, Inc. has been known as a premier innovator of intercommunications for crew and passengers. Now the company is adding a new dimension to their communications vision, a 760-channel, VHF communication radio fully integrated with the audio control panel.

The PAR100EX system combines an audio control panel, audiophile stereo intercom with IntelliVox, Bluetooth connectivity, and a remote mounted VHF aviation communications transceiver.

Never before has there been so much communication capability controlled with such a small footprint.

PS Engineering partnered with radio expert Microair and integrated an important piece of avionics, with an advanced audio panel system. By working with an established radio manufacturer, PS Engineering’s customers will benefit from their individual talents. This system will save cockpit space, weight, provide the most sought after functionality, and save money over the stand-alone independent systems.

The PAR100EX’s low price makes it attractive for the Experimental and Light Sport aviation market (the unit will be FCC approved but not hold FAA approval for airplanes certified under standard airworthiness), and the elimination of one panel mounted radio saves panel space.

Seamless integration between the audio panel and the radio was the primary goal in this integration, for the best user experience possible, with minimal panel space. The right half of the PAR100EX is dedicated to the comm. radio, with an easy to read LCD display that shows the frequencies, which are controlled through a concentric knob.

This radio has active and standby frequencies, and a standby frequency monitor mode. The left half has all of the audio panel controls for radio selection, intercom and music volume, intercom mode, and PS Engineering’s multiple music mute mode control. The functions of the PAR100EX are electrically independent, including the power supply, so even in fail safe on the audio panel, the VHF radio can still be used.

The PAR100EX can be configured as stand alone, as COM 2, or as COM 1.

The system can be a primary VHF Com, and the second radio could be a tactical or business radio, ideal for ALE, game management, fish spotters, etc.

An integrated Bluetooth system

allows the PAR100EX to interface with cellular telephones, giving the aircraft occupants ready access to their telephones. In addition, the Bluetooth will stream music from compatible devices like iPads, and smart phones.

The list price of the PAR100EX, including the VHF com radio is $2,595 and deliveries will start in the second quarter of 2011. This product is not FAA approved. It is designed for homebuilt and LSA aircraft only. For more information, contact PS Engineering Inc 1800/427-2376 or visit their website at www.ps-engineering.com.

Pilot Speech Recognition System Available for GNS430W/530W

VoiceFlight Systems of Troy, N.Y. has announced that it has received an amended Supplemental Type Certificate (STC) that expands the applicability of its VFS101 pilot speech recognition system to include the popular WAAS enabled GNS430W and GNS530W navigation units.

The enhanced VFS101 retains the exceptional speed and accuracy of the original unit, but now allows pilots to directly enter and edit the active flight plan on GNS430W/530W GPS units.

New to the VFS101 is a novel Airway Compression feature that allows long flight plans to be entered within the 31 waypoint limitation of the GPS units.

Pilots can now enter Boston to Florida (e.g. BOS V3 PBI) in seconds with a simple speech command.

The VFS101 was the first speech recognition system certified by the FAA. It permits pilots to enter a complex flight plan up to ten times faster than is possible with conventional GPS entry knobs. It also supports Direct-To operations and automatic expansion of Victor Airways.

VoiceFlight Systems has received Parts Manufacturer Approval from the FAA and the first production run of VFS101 units are now available for purchase. For more information, visit www.voiceflight.com or call the headquarters in New York at 518/720-0060.

OF

WHAT’S NEW

AeroLED Sunspot Wins 2011 Editors Choice Award at Aviation Consumer

AeroLEDs’ Sunspot HX landing light may not be the only LED light out there, but it does appear to be the best. At least that is the opinion of the editors at Aviation Consumer.

In announcing the award, the editors wrote: “We tested all of the aftermarket LEDs we could find and AeroLEDs’ SunSpot emerged as the victor in overall value. It will fit into the same space as the ubiquitous GE4509 that most aircraft have as a standard landing light.” Commenting on the Aviation Consumer award, AeroLEDs President, Nate Calvin, said: “It’s always nice to be singled out for quality and value. We will continue to make refinements to the product, further enhancing its value and performance.”

The SunSpot HX Landing Light has integrated wig-wag capability, substantially amplifying the visibility of any aircraft at night or during daylight hours.

Even with the background of mid-day sunlight, wig-wag landing lights stand out quickly to ground observers and other aircraft. AeroLEDs recommends keeping them active for the entire duration of all flights. Given the fact that LEDs will burn brightly for 50,000 hours, there’s no reason not to fly with them on at all times.

To learn more, visit www.Aero LEDs.com or call 208/850-3294.

cisely what happened at any second during that flight. “ Data logging from AvConnect works directly with a pilot’s G1000, pulling more than 70 data points per second during a flight. AvConnect organizes and archives the data, then automatically populates its customers’ aircraft and flight records, as well their logbook.

“For the first time we see exactly what happens with every flight, from air speed to engine temps to fuel flow.

AvConnect keeps our clients in the most efficient and safest planes out there,” said Darryl Taylor, Vice President of Evolution Aviators. “We now have the data we need to address small maintenance issues before they become catastrophic.” Erik Murrey also added, “Automatic data logging with the G1000 and AvConnect provides a seamless and secure transmission of critical data and also for the first time allows us to take a wide view of the aircraft’s trending information over time. It truly changes the game in terms of proactive maintenance.”

For a complete list of features, visit www.AvConnect.net.

Cessna Offers Citation Flight Planning App for iPad

AvConnect Now Processing G1000 Flight Data Logs AvConnect, an AvFusion, Inc. company, has announced its capabilities to automatically upload, analyze and populate flight data from the G1000 directly into their customers’ accounts.

“We now capture engine performance data in addition to every move an aircraft makes in the air,” stated Erik Murrey, CEO of AvFusion, Inc. “Let’s say an owner takes his plane up for a routine flight and notices his engine temperatures are running higher than normal.

Should he be concerned? With his data log from AvConnect, he can immediately send his flight data to an authorized mechanic to analyze and diagnose pre-

Operators of Cessna Citation aircraft can now accomplish full flight planning on Apple iPads using iPreFlight, available from Aircraft Performance Group.

“This development is the very latest improvement in meeting Citation customer requirements for technology advancements,” said Kelly Reich, vice president of product support for Cessna’s Customer Service organization. “We have been pleased to partner with Aircraft Performance Group (APG) to make this happen quickly for more than 6,000 Citation owners who can now use the application to make their daily flight planning.”

The app features real-time METARs Continued on Page 43

AVIONICS UPDATE: A ROUND-UP Continued from Page 42 and winds aloft, graphical weather, routing, graphical weight and balance, a worldwide database, flight planning, Runway Analysis Max Payload Estimator (MPE) and many other features. iPreFlight will also feature takeoff and landing performance derived from Cessna’s Citation Performance Calculator (CPCalc), part of the CESNAV package.

This will offer iPreFlight users improved planning capability in the field.

This enhanced capability will be phased in for all Citation models for which CPCalc is available. Classic aircraft that do not have CPCalc can still use the application through tabular, AFM data. APG’s central server will process all calculations and upload PDF releases for flight planning, performance, and weight & balance, which can be printed, emailed and shared with other electronic devices.

Flight performance calculations are not performed on the iPad itself. All calculations are completed on the vendor’s server, which means Internet access is required. The Internet service network can be either WiFi or 3G. The app is available through the Apple Store and requires a yearly per-aircraft subscription from APG. APG is providing a six-month free subscription to existing CESNAV customers and those taking delivery of new Cessna Citations.

Customers interested in iPreFlight should contact APG at 313/539-0410 ext.

1 to have their aircraft set up. More information is available at flyapg.com.

Lightspeed Aviation’s NextGeneration Headset, Zulu.2 Lightspeed Aviation’s new Zulu.2 includes several patentpending innovations and capitalizes on Lightspeed’s strength of responding to the ever-increasing needs of today’s pilots.

Improving in the key areas of quiet, comfort and clarity, the new Zulu.2 once again sets the bar for premium aviation headsets and is the only headset currently on the market that offers full-function Bluetooth compatibility for both phone and music devices. In addition, the proprietary LightComfort design of Zulu.2 provides an exceptional fit with plush ear seals and less side pressure resulting in unprecedented comfort.

Allan Schrader, president of Lightspeed Aviation states, “We are extremely proud of the advancements in

design, technology and performance that are incorporated into our new Zulu.2 headset. We took a great headset and made it even better and we believe the market will appreciate the overall value and performance that Zulu.2 offers. We are also extremely proud to have been recognized as #1 in Professional Pilot Magazine’s Headset Preference Survey.

This achievement is a great indication of the overall relationship the company has been striving to build within the aviation community.”

For more information visit lightspeedaviation.com.

Sennheiser Partners with iFlightPlanner.com to Develop Revolutionary Flight Planning Application

Aviation headset manufacturer Sennheiser announced that it has partnered with iFlightPlanner.com to develop a groundbreaking flight planning application specifically designed for use on the Apple iPad and iPad 2.

With one touch, iFlightPlanner for iPad enables pilots to seamlessly download flights planned using the iFlight Planner.com Flight Wizard into an iPad for use in the cockpit. This integrated approach provides pilots the ability to efficiently plan flights from their home desktop, laptop or any web browser and instantly download flight information into their iPad. Once downloaded, pilots may view flight details, including navigation logs, VFR and IFR charts, as well as approach plates while in flight and without a data connection. iFlightPlanner for iPad will also feature a gateway into news, information and other communications provided by Sennheiser.

After landing, iFlightPlanner for iPad will allow pilots to electronically close their flight plans and log their flight details into their iFlightPlanner.com logbook.

For a complete list of features and information visit iFlightPlanner.com or sennheiser-aviation.com.

OF

WHAT’S NEW •

Great Design, Superior Technology: the S1 Digital Pilot’s Headset from Sennheiser

The new S1 Digital general aviation headset from Sennheiser not only features groundbreaking technology but also comes in a visionary design. To make it very special, the audio specialist sought the help of the design professionals from DesignworksUSA, a subsidiary of the BMW Group that has many years of experience in the aviation sector.

A pilot’s headset needs to combine high functionality with a well-thoughtout design, as it is a key contributor to the safety of the pilot and passengers.

“Safety, excellent speech intelligibility and comfort for fatigue-free listening are our top priorities,” explained Jörg Buchberger, Business Segment Manager Aviation. “We had a lot of completely new ideas for the headset which we wanted to implement together with an experienced partner. We found the perfect one in BMW Group DesignworksUSA.” The design of the S1 Digital ensures an optimum fit and a high level of comfort. For example, the pilot can regulate the contact pressure of the ear cushions via a small sliding control on the headband to find the optimum balance between comfort and a “tight” fit.

Another new feature is the glasses zone on the ear pads: the cushions are particularly soft around the area of the temple arms of (sun) glasses. “That is not only a comfort feature,” explained Jörg Buchberger. “This zone enables the headset to keep ambient noise out even better. Noise attenuation is excellent.”

In addition to the replaceable ear cushions, there are also two soft pads for the headband that avoid contact for the more sensitive central part of the head.

The headband itself has an inner metal band made of spring steel that ensures a constantly good fit on different head shapes and works with a lower contact pressure than many other headsets. The special ear cup shape and the inclined axis of the headset further improve passive noise attenuation.

BMW Group DesignworksUSA also paid particular attention to the headset’s control unit. It is very easy to handle and its high-contrast lettering and LEDs make it ideally equipped for night flights.

43

There are controls for the volume (separate for each ear), NoiseGard on/off, mono/stereo operation, muting on/off and all Bluetooth transmission functions.

The Bluetooth-equipped phone or music player can simply be left in a pocket. The unit offers wireless connection to mobile phones and an audio source. It also has two AA batteries to power the electronics of the fully adaptive NoiseGard / digital noise cancellation system, which can also alternatively be powered by the on-board power network.

Compelling aesthetics was maintained alongside all of this functionality and performance. The ear cups are reminiscent of the sweep of a wing, while the shapes and materials underline the sturdiness and technical quality of the headset.

Laurenz Schaffer: “We have created a powerful, dynamic design that emphasizes performance, reliability and technical innovation of this headset.”

Avidyne Announces Expansions for DFC100 and DFC90 Autopilots

Entegra Release 9 and DFC100 PA-32 Saratoga Install (Avidyne Photo)

Avidyne’s DC90 Autopilot (Avidyne Photo) Avidyne Corporation, a leading provider of integrated avionics and safety systems for general aviation aircraft, announced last month at EAAAirVenture that they are expanding the available market for the DFC100 Digital Flight Control System to include the Piper PA32 aircraft, and that they are now accepting deposits from owners of Entegraequipped aircraft who want to upgrade to Entegra Release 9 and DFC100.

Certification of Entegra Release 9 upgrade for PA-32s and certification of the DFC100 for PA-32s are expected later this year. The DFC100 is currently certified for Entegra Release 9-equipped Cirrus SR20s and SR22s.

The company also announced that they are expanding the available market for the DFC90 Digital Flight Control System to include the Cessna 182 Continued on Page 44

Celebrating Twenty-Seven Years of In Flight USA

44

August 2011

Avionics Update Continued from Page 33 Beechcraft Bonanza and Beechcraft Baron models. The DFC90 is currently certified for Entegra-equipped Cirrus SR20s and SR22s, and Avidyne is nearing certification of the DFC90 for Piper PA-46 Matrix and Mirage aircraft.

“The DFC100 takes advantage of the powerful capabilities of the Entegra Release 9 system, including the redun-

California City Municipal Airport (FAA LID: L71) TWO AIRCRAFT HANGARS on private 2.92 acres.

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dancy of dual ADAHRS inputs, and the enhanced performance of fully-coupled VNAV descents, approaches, and missed approaches,” said Patrick Herguth, Avidyne’s Chief Operating Officer. “We are now accepting deposits from interested PA-32 owners who want to bring the performance and safety enhancements of Entegra Release 9 and the DFC100 to their aircraft.” The list price of the

Access to property which is located on airport grounds is by your private gated road/driveway.

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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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DFC100 Digital Flight Computer for Release 9-equipped aircraft is $14,995.

For more information, go to www.dfc100.com.

The DFC90 is an attitude-based digital autopilot system that is designed as a plug-and-play replacement for a growing list of aircraft with legacy autopilots.

Depending on the configuration of the legacy systems, the DFC90 will make use of existing servos, brackets, trays, and wiring as is practical in order to minimize installation cost and down time.

The DFC90 has all the standard vertical and lateral modes of operation of a turbine-class autopilot system, including Flight Director (FD), Altitude Hold (ALT), Airspeed Hold (IAS), Vertical Speed Hold (VS), Heading (HDG), Navigation (NAV, APPR, LOC/GS, GPSS), and Control Wheel Steering (CWS).

“The DFC90 has proven to be an incredibly successful product for Avidyne, and we certainly want to be able to make it available for a wide variety of general aviation aircraft,” said Avidyne President and CEO, Dan Schwinn. “We have had tremendous success with the DFC90 in the Cirrus market, and we fully expect to see lots of enthusiasm among other aircraft owners as we continue to expand the list of eligible aircraft.”

The retail price of the DFC90 Digital Flight Computer for Cirrus SR20/SR22, Cessna 182, and Beechcraft Bonanza aircraft is $9,995. The retail price of the DFC90 Digital Flight Computer for Piper PA-46 Matrix/Mirage and Beechcraft Baron series aircraft is $14,995. PFD software/hardware upgrades are priced separately. For more information about the DFC90, visit www.avidyne.com.

More Avidyne Announcements In other news, Avidyne has launched a full line of panel-mounted, plug-andplay avionics for general aviation aircraft. Avidyne’s new avionics stack includes the IFD540 FMS/GPS/ Navigation/ Communication system with touch screen user interface, the AMX240 stereo Audio Panel with Marker Beacon, the AXP340 Mode S Extended Squitter (ES) Transponder, and the attitude-based DFC90 Digital Autopilot.

Each of these products is designed to be a plug-and-play replacement for previous-generation avionics systems, while adding significant performance, ease-ofuse, and safety enhancements. The IFD540 is a plug-and-play replacement for the popular GNS530 series naviga-

tors, the AMX240 is a plug-and-play replacement for the GMA340 and PMA8000 series audio panels, the AXP340 is a plug-and-play replacement for existing KT76A/KT78A transponders, and the DFC90 is currently certified as a plug-and-play replacement for the STEC55X autopilot.

Avidyne Corporation also introduced the IFD540 GPS/Navigation/ Communication system with touch screen user interface, as part of their fullline, plug-and-play avionics stack. The IFD540 is a slide-in replacement for the popular GNS530 navigators, which can dramatically reduce the installation cost and downtime for many customers.

“Leveraging the technology of our award-winning FMS900w and Entegra Release 9 systems, Avidyne is offering aircraft owners a truly differentiated choice with our plug-and-play avionics solutions,” said Herguth. “The IFD540 provides a perfect balance of touch screen and dedicated-button user interface that is designed to make it much easier for pilots transitioning from previousgeneration systems–it’s very capable and it’s really easy to use.”

Lastly, Avidyne announced they are collaborating with Aspen Avionics of Albuquerque to develop new products that are enabled to take advantage of Aspen’s new Connected Panel technology. The two companies previously announced and are currently developing an interface between Avidyne’s DFC90 digital autopilot and Aspen’s EFD1000 flight display system.

“Avidyne joins the growing list of certified avionics companies that recognize the value and have committed to building products that will leverage this new, innovative architecture,” says John Uczekaj, President and CEO of Aspen Avionics. “We are excited to have them on board.”

Connected Panel is a new open-platform architecture and technology that is designed to create new and exciting cockpit products that seamlessly integrate aviation application data from personal handheld devices with certified avionics installed in an aircraft’s panel.

Avidyne joins other partner companies including AvConnect, ForeFlight; Honeywell, Jeppesen, JP Instruments, Parrot, Pinnacle Aerospace, PS Engineering, Seattle Avionics, and Sporty’s Pilot Shop, as companies that have all committed to collaborate on building products and applications that will be Connected Panel Enabled.

August 2011

www.inflightusa.com

Marilyn Dash’s

45

The Pylon Place

THE RACE

FOR THE

RACES

ach year around this time, all of the race teams are fervently working to get everything ready for September. This year is no different, and if possible, seems even more active. As always, things change quickly – so what we are going to discuss today is what we have so far. Things may change – you never know!

There are new planes and old friends joining us this year. The Unlimited Class will have a full field for the first time since 2007. New entries include Odegaards’ newest Corsair, #74 with the massive R-4360 powerplant. This aircraft was owned and raced by Cook Cleland back in the Cleveland Air Race days.

This will be the second F2G the Odegaards have restored and raced.

Many of you will remember the Super Corsair, #57 from a few years ago. This one is beautiful and should not disappoint any of the Corsair fans out there.

Another exciting return after a short hiatus is September Fury – yes #232 is scheduled to be at Reno again this year.

This fan favorite is currently owned by Rod Lewis and is in Chino getting some final race preparations. It will be good to see our old friend rounding the pylons again. So far, no pilot has officially been named, but we have ideas about who it will be.

Precious Metal will be back this year with Thom Richard as the pilot. The aircraft was purchased shortly before PRS in June and Thom arrived with the entire crowd cheering for him. Precious Metal will have some new paint and a few minor tweaks and should be faster than ever. Congrats to Team Thom!

One more returning racer is Furias – Bill Roger’s old Sea Fury is now owned

by Chuck Greenhill and is in the capable

The P40’s - the usual suspects will be there, plus a few exiting new entries.

(Anthony Taylor/Warbird Fotos) hands of Sanders’ Aeronautics, getting and Brian Sanders will probably get a ready for the much anticipated unveiling few laps in on Dread. They are building in September. Matt Jackson is scheduled both race planes and race pilots in Ione to be the pilot. We look forward to seeing these days. And don’t forget – Sawbones what this beauty will do after the rebuild. will be back with Dan Vance in the pilot’s With the usual suspects scheduled to seat. Dan had raced 911 September Pops be there, Strega having made some minor for years when it was owned by Mike off season changes, and Voodoo in the Brown. Happy to see Dan back behind a capable hands of Will Whiteside, these round engine! two Mustangs will likely be battling for the front with Rare Bear piloted this year

by Stewart Dawson. The Bear looks better than ever.

Beyond 232 and Rare Bear, Rod Lewis will also be bringing El Jefe with a new paint job. My best guess is he will likely pilot El Jefe himself – he attended PRS with Here Kitty Kitty for practice.

More Sea Fury action from Dreadnought and Argonaut will have Dennis Sanders primary on Dread and Mark Watt primary on Argo. But there are plenty of alternate pilots in that mix.

Korey Wells will see some time in Argo

Argonaut being flown by rookie Korey Wells and Precious Metal flown by Unlimited Rookie Thom Richard at PRS in June. (Anthony Taylor/Warbird Fotos)

Rod Lewis getting some practice in one of his beautiful Tigercats during PRS (Anthony Taylor/Warbird Fotos)

E

Brand new to the lineup is John O’Connor’s Blue Angel Bearcat. John owned American Beauty, which was raced by Fred Cabanas back in 2008.

This time Nelson Ezell will be in the cockpit. It will be nice to have him back after a short vacation.

Czech Mate was listed as possible – but is closer to doubtful right now. They are working with many brilliant minds to make sure the Little Yak will be able to structurally handle the incredible speeds she has been seeing over the last few years.

And now for you Ghost fans… yes, the Galloping Ghost is on the list – with Jimmy Leeward as the pilot. I love to see the fan reaction to this news. So many people are pulling for this one – hopefully we will see her full potential this year.

Doug Matthews will bring both his warbirds, The Rebel – his pristine P-51 and his Corsair – which will likely be flown by rookie John Currenti.

Another busy racer will be John Continued on Page 46

Celebrating Twenty-Seven Years of In Flight USA

46

August 2011

COMBS SETS NEW AVIATION WORLD RECORD IN LSA

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Michael Combs touched down in Branson, Mo. at 11:41 CDT on July 9 setting a new World Record as he flew his Remos Light Sport Aircraft from Ft. Worth, Texas. The record was sanctioned by the National Aeronautical Association, (NAA) and was for time over distance in this class of aircraft.

“I can’t believe it” exclaimed Combs as he stepped out of his aircraft named Hope One. “It feels fantastic, and quite an accomplishment. After all of the planning that went into this particular flight leg, I am very relieved to now have it behind us.”

Few people know that Combs had actually been planning this flight since May of 2009. He had many hurdles to conquer in the process that ranged from obtaining the aircraft, getting permission to use the Traffic Controllers at Branson Airport, and even finishing his flight training.

“Yes, it’s true,” admitted Combs. “I

Michael Combs gives the "Thumbs Up just prior to taking off from Ft Worth, Texas on a World Record Setting Flight that ended in Branson, Mo. was planning on World Record Flights and what the legs would be even before I had my pilot’s license. That’s kind of how I roll I guess. You’ve got to see it and believe it, no matter what ‘it’ is. For me, setting World Records in Aviation was something that I could do in order to show everyone that it’s possible to find Continued on Page 47

The Pylon Place Continued from Page 45 Maloney. He is currently listed as the pilot for the FW-190, Boise Bee and Steadfast. Plus, if you know John – he’ll be lending a hand to assist other crews all week. He is certainly not someone to sit idly by.

Speaking of Boise Bee, this is the new P-51B from the Paul family. The word from John Curtiss is they will be bringing both P-40s (Sneak Attack and Parrothead) and the Bee. Jim Thomas, John Curtiss and John Maloney will take turns flying these entries.

Having avoided several tornadoes by just a few miles, Brent Hisey will be back with his beauty, Miss America. The Eberhardt family will be there with Merlin’s Magic. Sparky and the Jelly Belly will be in the lineup as well as Speedball Alice and Lady Jo. Not sure how many aircraft Chuck Greenhill will bring above and beyond Furias. Both Geraldine and Lou IV are entered. Dave Morss will have both Polar Bear and the T28 called The Bear.

Air Biscuit will be there also with Tom Camp.

I think I covered everyone on my list. But as I said, things change rapidly as we approach the races.

Sport Class Just a teaser for you Sport Class fans

One of the new Sport Class Rookies flying the Radial Rocket, powered by the M-14P. (Anthony Taylor/Warbird Fotos) out there… They have a full field, which will be three heats of nine airplanes each.

The other good news is they will have five new engines racing this year. This includes two V-8s, a Mazda Rotary, an M-14P Radial and a French Diesel from Team Big Frog. Also, the “Metal Mafia” is back – including several Harmon and F1 Rockets. And of course, Cantina Owner Dick Ogg will be there in Plastic Piglet.

It’s shaping up to be a great year and next month we will review the other classes and pick some favorites to win. If you haven’t already purchased your tickets and secured your hotel and rental car, now is the time. Can’t wait to see you all there!

August 2011

www.inflightusa.com

FIRST FEMALE CIVILIAN AIR TRAFFIC CONTROLLER Part 2: The first half of Mary Chance VanScyoc’s story was printed in the July issue of In Flight USA.

By Carl E. Chance Editor of WingsOverKansas.com

Wichita/Hutchinson Airport Tower Experience: In early 1944, Mary decided she wanted a transfer to the Wichita tower.

The transfer was granted and she was soon back on her home turf in the Air Capital with family and friends. Her assignment was at the Municipal airport at Wichita, where she was the first female controller at the Wichita tower.

Soon after working at the Wichita tower, she assisted in training a number of assistant controllers who had been through the required formal training.

Mary soon started working on her flight instructor rating and achieved that rating in November of 1944.

It was sometime that same year that Mary was sent to the tower in Hutchinson, Kans., about 45 miles northwest of Wichita. Although needed there, she didn’t like this assignment as air traffic was not as busy as in Wichita. Most of the air traffic in Hutchinson was Cessna “Bobcats” which were being manufactured there.

Most of the aircraft did not have radios, so it was necessary to use a light-gun to communicate with the pilots. Flashing a red or green light gave the signal for landings and take-off’s. After about four months,

Mary had had enough of the Hutchinson tower and went back to Wichita.

While back in the Wichita tower, she utilized her pilot instructor rating by teaching several fellow controllers to fly.

One of Mary’s students was Corrine Shultz, another of the early female air traffic controllers. Mary started taking instruction for her instrument rating in 1945, starting out in a Taylorcraft and completing her instruction in a Curtiss Robin. Her navigational aids were a compass, gyro and the old A & N radio signals. Mary received her instrument rating in May, 1945.

Flight activity definitely ramped up at the Wichita tower, which thrilled Mary.

She had wanted action and action she received. Adjacent to the Wichita Airport was the Boeing Airplane Company. The B-29 was in heavy production going at full speed during this time for the war effort, and many test and training flights occurred from the field. Also, Culver was producing the PQ14 one-seater aircraft which were quite active and added to the controllers headaches in keeping communication with the various aircraft going smoothly.

In addition, gliders and helicopters were operating from the field. Several flying schools were in operation, in an effort to train all the pilots they could as preparation in learning to fly the larger military aircraft. With the variety of types of aircraft, air speeds varied, all of which made for a challenging mix of traffic.

To keep things even more interest-

ing, on one occasion a group of B-25 aircraft arrived in the pattern. They were being flown by Chinese pilots who were being trained in New Mexico and were on a navigation-training mission.

Although a translator had been sent to the tower, there was still a language gap, but all turned out well when the microphone was turned over to the interpreter.

One of the most spectacular events to occur during Mary’s tenure in the Wichita tower was the night that the field hangar caught fire. On Sept. 25, 1945, the municipal hanger along with 27 airplanes and a fire truck were destroyed that night. Only two aircraft were saved, undamaged.

Cheyenne Tower: While Mary was working in the Wichita tower she started dating Marion Neary, a radio installation employee for the Civil Aeronautics Authority. She was enamored with this pilot/tennis player who was a lot of fun to be with. When Neary was transferred to Laramie Wyoming in 1945, Mary requested a transfer to the Cheyenne tower to be near her newfound guy, arriving there in December. One of her friends, Virginia (Mac) MacCraken from the Denver tower had recently transferred to the Cheyenne tower. Mary had settled into the new environment with the enjoyment of a new boyfriend and a previous colleague from her Denver days. Mac later went on to be one of the first three female Senior Airway Traffic Controllers in the U.S.

47

IN THE

U.S.

Airline traffic was somewhat heavy at the Cheyenne tower with private flying activity along with military aircraft traffic. Cheyenne was usually quite windy which created problems for both pilots and ATC. On one occasion a United DC4 passenger plane while turning onto its base leg, had its wing tip hit the ground causing a crash. Only two passengers sitting over the wing had died.

In her off time, Mary did some flight instructing. The relationship with her boyfriend was okay but not going anywhere. It was at this time that Mary decided to leave Cheyenne in April of 1947 and return to Wichita. Mary had remarked later, “I never had any regrets as the war was over and the men were coming back for these jobs we held while they were gone.” However not all female air traffic controllers left their positions but stayed on to be promoted and finish out their career. Some women even became members of WASP (Women Army Service Pilots), ferrying all types of aircraft abroad. It was however, Mary’s plan to concentrate on being a flight instructor leaving her ATC days behind her. At the time, she didn’t realize that she had played a major role in the history of the nations air traffic control development.

Mary was happier in Wichita, her hometown and soon met the man she was to marry, Evart VanScyoc, on Oct.10, 1947.

Continued on Page 54

Combs Sets New Aviation World Record in LSA Continued from Page 46 that inner greatness that resides in each of us. My hope is that everyone will step up and pursue their own dreams, no matter what they are... with fervor, and strive to find their own records to break.”

For several days prior to the take-off, Combs had let his fans know that his team was closely monitoring a weather front that was drifting south from Oklahoma and crossing his flight path.

Winds were the primary concern that ended up nearly cancelling the flight after he had taken off.

“Due to the busy airspace around the DFW area, the controllers had me level out at 3,500 ft. Once north of Denton, they cleared me to climb and as I did, I noticed a head wind at about 5,000 feet.

The on-board computers were telling me that based on the current flight conditions, I wouldn’t have enough fuel to complete the total distance. In fact, all

calculations indicated that unless the winds changed, we would fall short by about 80 miles. I was prepared to turn back, but wanted to cross the front first and see what the conditions to the North were like before making that tough decision.”

Fortunately the winds turned to a more northwesterly direction at 8,000 feet, which allowed the flight to continue.

The unofficial average speed was 106.32 miles per hour over a straight line flight distance of 349 miles. Once the official timing documents are received from both time keepers, then the event will become certified as an Aviation World Record.

Combs and his wife Michele were warmly greeted by dignitaries from the Branson Airport, the City of Branson, and the City of Hollister. This was a particularly noteworthy event as it was the first World Record for Aviation ever set in the Branson area. “What an exciting

day for the Branson Airport and Branson JetCenter,” stated Jeff Bourk, Executive Director of the Branson Airport. “We are thrilled to be the site of this world record setting moment in aviation history.”

Branson was the 170th stop on The Flight for the Human Spirit which is a mission that began in April of 2010 in which Combs has endeavored to touch down in all 50 of the United States. So far he has flown into 49 states and Canada with only Hawaii remaining. His flight distance is now estimated to be nearly 28,000 miles on a journey that many originally thought would fail in its early stages.

“I had great flight training from US Aviation in Denton,” remarked Michael.

“They knew the scope of this mission and really were very professional in giving me the proper orientation for a flight of this magnitude. Here I was, a new pilot with limited experience setting out on a

flight that would end up being further than around the world and with more stops than any other trip in aviation history. But I had great people behind me, and millions of loyal fans who have been a fantastic support base to offer encouragement along the way. I’ve never been alone during this trip...never.”

When asked about how he was progressing toward Hawaii, Combs smiled and replied, “I’m knocking on doors every single day. We need to ship it, and we will find a way to ship it over there.

We’re raising funds through donations and soliciting sponsors. One thing for sure is that it will happen. No one can fly this far and give up...that’s just not what I’m about.”

For more information on The Flight for the Human Spirit including live satellite tracking, Facebook and Twitter updates throughout The Flight, go to: www.FlightHS.com.

12TH GARY SOUTH SHORE AIRSHOW Above: Aeroshell AT-6 “Texan” performing a loop at the Gary South Shore air show.

The show was held July 15-17 in Gary Indiana on Lake Michigan.

(Mike Heilman)

By Mike Heilman and, sun, surf, smoke and spectators were all part of the 12th Gary South Shore Air Show. The threeday event was held at Marquette Park Beach on the shores of Lake Michigan in Gary, Indiana. The airshow was produced by the Indiana South Shore Convention and Visitors Authority and was free to the public.

The airshow opened with a twilight show on Friday that included a large fireworks display. Many of the airshow acts flew their demonstrations at the Friday night show. It was a great start to the weekend.

The headliner for this year’s show was the Heavy Metal Jet team. This civilian team is new to the 2011 airshow season. Heavy Metal team flies four L-39s and either a T-33 or MIG-17. The team flew the MIG-17 at the Gary Show. The team performs at airshows that do not have a military jet as part of the line up.

Aeroshell also performed their aerobatic routine in four AT-6 “Texans.” The AT-6 was nicknamed “the pilot maker” because it was used as the primary trainer during WWII. The Aerostars flew a high-energy routine in three YAK 52 Romanian-built trainers. Lima Lima flight team performed in their six T-34 Mentors. The Firebirds X-Treme team

S The F-15E Strike Eagle and a P-51 Mustang perform the Heritage Flight at the 12th annual Gary Indiana air show.

The show was held at Marquette Beach on Lake Michigan.

(Mike Heilman)

Above: F-15E Strike Eagle from Seymour Johnson sits on the ramp at the Gary/Chicago International Airport.

The Strike Eagle Demonstration Team performed at the 2011 Gary South Shore Air Show.

(Mike Heilman) Below: Matt Chapman performing in his Eagle 580 aerobatic plane at the Gary South Shore Air Show. Embry-Riddle Aeronautical University is the sponsor for Chapman.

(Mike Heilman)

also flew an impressive demonstration.

The airshow included several civilian single ship acts. Dave Dacy and Tony Kazian performed a wing-walking act in a Super Stearman biplane. Matt Chapman flew the CAP 580 in an impressive aerobatic display. Bill Stein also performed in his multi-color Edge 540 aerobatic plane.

The military headliner was supposed to be the F-22 Raptor, but the Raptor has been grounded due to safety concerns. The United Sates Air Force decided to send the F-15E Strike Eagle Demonstration Team from Seymour Johnson Air Force base. The Strike Eagle made several passes in front of the crowd displaying the planes capabilities.

The U.S. Navy F/A-18C Hornet showcased its abilities with a powerful demonstration. US Marine Capt. Nick “Dimes” DiGuido was the demonstrating pilot. The U.S. Coast Guard also performed a water rescue demonstration with a HH-65 Dauphin helicopter. The U.S. Army Golden Knights parachute team made several jumps at the show.

The Gary show has increased in popularity and continues to draw huge airshow acts. Marquette Beach is completely surrounded by the Indiana Dunes state park and is a great setting for a family to enjoy the beach and a free airshow.

The F-15E Strike Eagle Demonstration Team performs a power routine at the 2011 Gary South Shore Air Show. The F15E replaced the F-22, which was grounded by the U.S. Air Force due to safety issues.

(Mike Heilman)

Above: Jason Newburg of Viper Airshows flies his Pitts S2S aerobatic plane at the Gary Indiana air show. This was Viper Airshows first appearance at the Indiana show.

(Mike Heilman) Below: Dave Dacy and Tony Kazian performing a wing walking act at the 2011 Gary South Shore Air Show. Dacy bought the Super Steerman that was being used as a crop-duster in 1979. The plane has been highly modified for air shows.

(Mike Heilman)

August 2011

www.inflightusa.com

49

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Celebrating Twenty-Seven Years of In Flight USA

50

August 2011

Flying With Faber THE NEW, GROWN-UP MIAMI Stuart J. Faber and Aunt Bea

ecently, I paid a re-visit to Miami and South Beach. It’s been about five years since my last visit. My first was in the late 40s. Imagine how this young lad in Wisconsin felt one cold winter day when greeted by the 80-degree temperature just hours after boarding a DC-6 (or perhaps it was a Connie), at snow-covered Midway Airport in Chicago. O’Hare (ORD) was not even a dream at that time.

I recall how I marveled at the immaculate streets, the palm trees and the colorful buildings. I never saw a pink building in Wisconsin – not even a baby blue one.

Tanned men and women were strolling down Collins Avenue in Miami Beach clothed in colors which matched the pastel buildings. Street hawkers sold huge glasses of fresh orange juice or made-fromscratch, nonalcoholic pina colodas. At twenty-five cents a glass, my daily consumption set me back about two bucks.

Some thirty years after my boyhood journey, I ventured back to Miami and checked into a then new downtown hotel.

As I was about to take an evening stroll, the doorman admonished me not to venture outside the hotel. I ignored his admonition. Moments later, I executed a rapid go-around. The next night, within the perceived safety of the interior of a motor vehicle, I motored across the bridge to gather my memories of Miami Beach.

The nostalgia was obliterated by what I saw. The area was dismal. Most of the buildings were boarded up. The streets were filled with drug dealers, hookers and other unsavory folks. But on this visit I found that has all changed. Today Miami Beach and South Beach are vibrant, colorful, safe, and exciting communities.

I am delighted to report that Miami and the surrounding area have grown up; the homeless and criminals have been supplanted by a population of beautiful folks. As the sun goes down and the senior citizens finish the last morsels of their early-bird dinners and head home for re-

R

Marriott Biscayne Bay Marina runs of the Golden Girls, sounds of live bands begin to permeate the streets. The restaurants and clubs come to life and the sidewalks soon overflow with what seems to be the entire town starting out for what will be an evening likely to end in the early morning hours.

For this new excursion, we searched for a hotel that was equidistant to South Beach, Bayside and Bricknell. We selected Miami Marriott Biscayne Bay (1633 N. Bayshore Drive, Miami, FL 33132, 305/374-3900) as our headquarters. This Marriot was an ideal choice. Having just completed a $31 million renovation, we felt like we were walking into a Miami landmark combined with a spiffy new hotel.

Located directly on the harbor between the bustling Miami Arts and Design District and Downtown Miami, the hotel is within walking distance of the Adrienne Arts Center for the Performing Arts and minutes to Downtown Miami, South Beach, the Port of Miami, Bayside Marketplace and American Airlines Arena.

The completely renovated 600 guestrooms (and 21 plush suites), deliver the latest in in-room technology. A full-size work desk with high-back executive chairs and fingertip-close electrical and electronic for just about any contraption you may have in your tool kit was ideal for me. Additional in-room goodies include flat screen TVs, hubs for laptops, MP3 players and high-speed internet.

The luscious Revive bedding, dual sinks and rain-style showerheads make this place like home, only better. Each room

(Courtesy Marriott Biscayne Bay) has a balcony from which you have a panoramic view of the bay, South Beach and the marina.

The hotel’s Catch Grill and Bar faces the marina. Both the views and the cuisine are great. I enjoyed some wonderful stone crabs and just-caught fresh fish.

Catch Grill and Bar also serves oysters, grilled meats, whopper salads, specially designed cocktails, craft beers and drinks with little umbrellas atop the glasses.

If you want to organize a meeting ranging from a secret board meeting to a family get-together, take your pick from over 20,000 square feet filled with a variety of function rooms. They offer the latest in technology, a business center and dedicated T1 line and wi-fi access. The staff can create any type of event from pool parties to Latin American festivals.

One of the Nation’s Great Culinary Destinations The culinary community has also matured into a center of fine dining, innovative cuisine and choices from all over the world. We sampled a few old favorites and discovered some newcomers.

Red, The Steakhouse, 119 Washington Avenue, Miami Beach, FL 33139, 305/535-3688 No question here. All the beef is certified angus prime, dry aged to perfection and served with sauces prepared from scratch. Wash down a succulent steak with a selection of more than 400 wines – all sensibly priced.

Both the service and interior are

Marriott Biscayne Bay (Courtesy Miami Marriott)

A Great Steakhouse (Courtesy Red, The Steakhouse) straight forward and crisp. I felt great the moment I walked in. With a blend of steel, stone, glass and mahogany finishes, this interior is an example of how modernity can be warm and cozy.

Chef Peter Vauthy knows how to prepare a steak. You want rare? That’s what you will receive – every time – and with a ruddy sear on the outside. An old favorite, Clams Casino in a broth with bread crumbs was my opening selection.

I also sampled hot peppers stuffed with homemade sausage and tomato sauce.

Both were extraordinary. I never pass up a steakhouse chopped salad. Peter chops up just-harvested iceberg lettuce along with red onions, tomatoes, anchovies, capers and green olives – all dressed to kill in a red wine vinaigrette.

Now for the steak. I ordered a 16Continued on Page 51

August 2011

www.inflightusa.com

51

Flying With Faber

Continued from Page 50 ounce, bone-in ribeye and it came just as I directed – rare, juicy and seared with a thick mahogany bark. The 48-ounce porterhouse for two will have the recipients fighting over the last morsel. For those who shy away from beef, pasta with Maine lobster is an excellent choice.

The king crab legs are fresh and hearty.

Fabulous sides include parsley and garlic fries, creamed spinach or delightful sautéed asparagus and béarnaise sauce.

Delores But You Can Call Me Lolita, 1000 S. Miami Avenue, Miami, FL 33130, 305/403-3103 The name is lengthy, and the place is gigantic. From the moment you enter, you will be swept away with the sight of beautiful people dressed in their finest. In one room, dancing until the early morning hours – in another, music, music, music. The joint jumps with noise and excitement, and that is the charm. Service personnel are jolly, friendly and efficient.

No attitude here.

The restaurant was carved out of a 1923 fire station. Back in those days, fire stations were built with some architectural class. The Mediterranean Revival style

CHINO AIRCRAFT SALES

Biscayne Bay From The Marriott was very popular at the time. This twostory building with balconies, hipped roofs and an arcaded porch is listed on the National Register of Historic Places.

Located in the heart of the Brickell Financial District, the restaurant offers a selection of international fusion cuisine which means that anything goes. There are several huge rooms. In one room, innovative snacks are served. In the next room, exotic drinks. Another room, more dancing and general frivolity.

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

1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.

1978 SENECA II 1700 SMOH, full de-ice, Garmin 420, 4400 TT. $79,500.

1961 F33 DEBONAIR, 260 HP, 104 gal., D’Shannon mods. Slope W/S, new paint, $52,500.

PIPER ARROW, 1720 SMOH, NDH, IFR, all records, new strip/paint, 3 blade prop, $42,500.

1978 SENECA II, Narco, Cent. III AP, 12 SMOH L/R, new glass new P&I & annual. $139,500 OBO.

1973 ARROW, 200HP, IFR, loaded, A/C, $54,500.

1961 Nice AZTEC, here and ready to go.Good trainer/time builder. $39,500.

1969 C150, square tail, 358 SMOH, $16,950.

1981 152, 1150 SMOH, new paitn & interior.

New annual. $29,500.

1977 C172, 1450 SMOH, late paint, IFR. $37,500.

1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.

1961 COMANCHE 250/260, fueld injected, 1310 SMOH, 4400 TT, no AD on propeller, tail SB complied with, NDH. $49,500 must sell!

1962 FORTUNE 500 G-18 hi-cabin tail dragger, 350/350 SMOH, new int., Custom paint. King IFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.

1973 TURBO AZTEC, 1150 SMOH, fresh annual, MX20, Garmin 430 SL3, STEC 55, AP, $84,500 1967 680V TURBINE COMMANCDER $149,500.

Will finance.

1977 LEAR 24, 2500 hrs to TBO, all records RVSM, LR fuel, Part 135 air ambulance.

1977 C172, 180HP , IFR, 700 SMOH, $57,500.

1976 BEECH DUKE, low time, new P&I, Garmin 530/430, STEC AP, loaded. $189,500.

1978 C172N, 5320 TT, 3 SMOH, IFR, P-mod engine, will finance, trades OK. $49,500

1968 CESSNA 310N, 100 hrs. Colemill conversion. Best offer/trade.

FOUGA MAGISTER, nice, custom Blue Angels paint job, mid time engine. Show ready $39,500 OBO. Will trade.

1979 C172N, 8270 TT, 0 SMOH, $56,000. New Paint. New annual, low down, will finance.

1973 C340, 950 SMOH recent P&I, Air/boots. 800 SMOH, RAM II engines, Low down, $149,500.

Look us up at www.chinoaircraft.com E-mail Bob@chinoaircraft.com

1981 C172P, 1000 SMOH, new paint, IFR. $52,500

1969 C401, STEC55 AP, new leather, call for details. Low engines. $129,500.

SHORT TERM INVESTMENT OPPORTUNITY. HIGH INTEREST SECURED BY CLEAR TITLED AIRCRAFT.

1961 C175, 700 SMOH, new annual, $34,500.

1977 C402, 700/700 SMOH, spar mod done IFR.

SPECIAL FINANCING – big down/minimum credit on learn to fly aircraft. 150s & 172s available.

2002 CIRRUS SR22, 500 SNEW, dual Garmin 430, EMAX, CMAX, Dual EX5000. $165,000

1968 C421, 350/350 SMOH, available new annual. $99,500.

1979 TOMAHAWK, in license $17,500 OBO.

1973 C421B, 125/125, new annual, good boots, new fuel cells, mid time engines, rec. leather, vortex generators, air, King Silver Crown, HSI, ice, AP. Lease 1 yr min w/pilot. 179,500 sale.

WE RENT TWINS CHEAP!

1979 TOMAHAWK, 1310 SMOH, low price, offer.

1956 CESSNA 310 - $80/hr.

1961 COMANCHE 180, 0 SMOH,IFR, AP, $54,500.

1974 C421B, 300/1100 SMOH, loaded. $165,000.

1960 CESSNA 310 - $100/hr.

CESSNA 340 - $250/dry

For appetizers, we tried the fabulous Peking duck dumplings, the fried artichoke hearts in a sweet, spice sauce, the Serrano ham croquettes and the Cuban quesadillas with ham and pork – how much more international can you get?

For entrees, we ordered an array consisting of Kobe beef sliders, potato dumplings in mushroom and sun dried tomato sauce, shrimp, mahi-mahi and scampi over fresh linguini, and baby BBQ ribs with shoestring fried potatoes –

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the latter comes with a pair of gloves. The cuisine is not excessively gourmet, but the dishes are attractive, quite tasty and the prices are reasonable, plus the place is a barrel of fun.

Michael’s Genuine Food & Drink, in the Miami Design District at 130 NE 40th St., 305/573-5550 is owned and operated by super-chef Michael Schwartz. This is a restaurant where the owners are passionate, indeed obsessive about everything having to do with food – from the growing and harvesting to the preparation and serving. The menus change daily and the selections are generated by what the farmer delivers that day.

The waiters are like no other I have experienced. They must stay up the night before and study the next day’s menu.

They can describe each item in precise detail, from the ingredients to the preparation. They won’t hesitate to steer you away from an item which might not be up to standards.

We showed up for brunch – heretofore not my favorite meal of the day – but at Michael’s, I make an exception. How about homemade pop-tarts with fresh Continued on Page 52

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August 2011

Flying With Faber Continued from Page 51 local peaches and blueberries? And the lemon ricotta pancakes were divine.

Homemade granola, homemade jams, fingerling hash is served with a basket of homemade rosemary crumpets, (when is the last time you had a crumpet?), sourdough bread or brioche. Bacon, smoked in house, is like no other bacon I’ve ever eaten. They also serve homemade pastrami and breakfast sausage. For snacks, try deviled eggs, crispy hominy with chili and thyme, chicken liver crostini with caramelized onions or a crispy pig ear.

It’s been a while since I had a good pig ear.

A few other sweets include apple pie streusel or a strawberry cream cheese Danish. If you enjoy a good drink with brunch, try St. Germain Champagne with soda water and fresh watermelon juice or a great wine by the glass. I settled for a double espresso and a homemade cherry rosemary soda.

Half Moon Empanadas, 1616 Washington Avenue, South Beach, FL 33139, 305/532-5277 For those who are unfamiliar with empanadas, just imagine an apple turnover; like an apple pie with the crust folded over the filling. Well, an empanada is virtually the same thing except about half the size, no apples, but filled with wonderful spicy meats, fish or veggies. At Half Moon, the folks make their own dough fresh several times a day.

They will fill the dough with prime chopped beef, pork, turkey or fish. They also serve outstanding soups and salads.

For a refreshing departure from traditional lunch selections, I highly recommend this place.

South Beach As I mentioned, back in the 40s and 50s when we used to stroll down Collins Avenue and Lincoln Boulevard in those halcyon days, the Art Deco pink and pastel buildings seemed normal. Now, they are classics.

Art Deco is considered one of the first twentieth century architectural styles in America to break with traditional revival forms. This art form was born in Paris at the 1925 Paris Exposition des Arts and immediately took root in the United States.

Building configurations in the Art Deco style were typically angular and clean, with stepped back facades, symmetrical or asymmetrical massing and strong vertical accenting. The preferred decorative style included geometric patterns, abstracted natural forms, modern industrial symbols and ancient cultural motifs employing Mayan, Egyptian and Native American themes.

In South Beach a unique form of Art Deco employed nautical themes as well as tropical flora and fauna motifs. Stucco carvings of ocean liners, palm trees, and

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flamingos graced the exteriors and interiors of the new local architecture. The favored materials included stucco, keystone, etched glass, a variety of metals, cast concrete and patterned terrazzo.

Today, South Beach is considered “America’s Rivera.” More than 800 buildings, which were constructed in the 1930s and 1940s and were slated for demolition in the 1970s, have now been restored. South Beach Miami has risen from virtual ruins to becoming one of the hottest destinations in the world. Within a few square miles, South Beach offers unparalleled excellence in recreation, culture, nightlife and shopping. You can spend days strolling along Lincoln Boulevard or walking through the numerous hotels which have been restored to their 1920s and 1930s splendor. Examples include the Adrian, Avalon, Beacon, Breakwater, Cardozo, Casablanca and the Netherland. As you approach any of these architectural masterpieces, you will feel as if you have been transported to the Art Deco era by time machine. Everything, from the floors to the ceilings, has been authentiContinued on Page 53

August 2011

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Coalition Seeks Injunction to Block Efforts Continued from Page 41 airports, 219 of which are general aviation airports. These airports are home to 99,594 pilots and 37,128 general aviation aircraft that rely upon aviation gasoline.

General aviation is an important economic engine that accounts for 1.7 million jobs in your state.

The coalition complaint points out that federal law completely preempts the use of local law such as Proposition 65 to block or limit the sale of aviation gasoline in California or elsewhere.

According to the complaint, the Federal Aviation Act bars state law from being used to regulate the routes and services offered by air taxi and charter airlines, while the federal Clean Air Act bars states from applying local emission standards to aircraft or engines. The complaint explains how a state prohibition on the sale and use of aviation gasoline would undermine the FAA's authority

over safety certification of aircraft and aircraft engines. Only the FAA may specify what type of fuel may and may not be used by aircraft.

Currently, no safe alternative exists to replace leaded aviation gas for the entire piston-powered aircraft fleet.

Indeed, the FAA has observed, “Over 160,000 piston-engine aircraft rely on this fuel for safe operation. The lead additive in avgas protects piston engines against damaging detonation (or engine knock) at the higher power levels required by aircraft. Operation with inadequate fuel performance can result in engine failure and aircraft accidents.”

Fortunately, significant federal and private resources are being expended to facilitate a transition away from the necessary use of lead in aviation gasoline. The FAA, with exclusive oversight for aviation safety, and the EPA, which oversees environmental regulation of aircraft emis-

sions, are hard at work with the general aviation industry - including fuel producers, developers and distributors, aircraft and engine manufacturers, and consumers - on the safe transition to an unleaded aviation gasoline for piston-powered aircraft.

This collaboration is being accomplished through the FAA’s Unleaded Avgas Transition Aviation Rulemaking Committee, which is tasked to address a host of factors including safety certification, fuel production and distribution, and environmental and economic concerns. The industry has also filed comments in an ongoing EPA rulemaking.

Additionally, Congress has expressed a significant interest in prioritizing federal activities by the FAA and NASA qualifying unleaded aviation fuel and safe transition to this fuel for the fleet of piston engine aircraft. The House FAA Reauthorization and Reform Act of 2011 (H.R. 658) includes a provision directing

NATA, the voice of aviation business, is the public policy group representing the interests of aviation businesses before Congress and the federal agencies

er Glenn Curtiss founded the airport in 1927. He started the Glenn Curtiss Aviation School at what was then Glenn Curtiss Field. The field underwent several name changes. The airport became the center of naval operations, then civilian flight training. During WWII, the field was designated a Naval Air Station and was headquarters for the U.S. Naval Training Command.

Many noteworthy events occurred at this airport. The Graf Zeppelin landed here. Amelia Earhart launched her attempt to circle the globe from this field.

A more infamous morsel of history is the fact that some of the 9/11 hijackers trained at Opa-Locka.

I love the new Miami. It has evolved into a refined blend of childhood and adulthood. I can’t wait to visit again.

the FAA to develop a plan, within 120days of enactment, containing the specific research and development objectives for a transition to an unleaded aviation gas, including consideration of aviation safety, technical feasibility, and other relevant factors, and the anticipated timetable for achieving the objectives. The general aviation community is asking Congress to authorize $2 million annually over four years in the FAA’s research and development budget for Alternative Fuels for General Aviation, as requested in the President’s budget. This research program will help develop FAA performance and certification methodologies necessary for qualification and certification of alternative unleaded aviation fuels.

Flying With Faber Continued from Page 52 cally restored. Most of the lobbies are adorned with black and white photos from the original Art Deco period.

In addition to the restaurants I have reviewed here, there are countless South Beach eateries featuring cuisine from all over the world. The streets are lined with outdoor cafes. At almost any time, day or night, folks are populating these chic, colorful tables. When the sun goes down, the streets illuminate with bright lights and blaze with the sounds of jumping bars and clubs.

Airports Miami International (KMIA) is the major commercial field. It is one of the busiest in the world. The field is the closest to the city, but I prefer one of the more general aviation-friendly airports. If you like to land long, try Runway 9-27 at 13,000 feet or 8R-26L at 10,500 feet.

Approaches include GPS, RNAV, LOC, LOC/DME, NDB or VORTAC. I recommend Landmark Aviation. 305/874-1477 Kendall-Tamiami Executive (KTMB) is about 12 miles southwest of the city. At an elevation of eight feet above sea level, the field has three runways. Runway 1331 is 4,000 feet in length. The two parallel runways, 9L-27R and 9R-27L are each 5,000 feet long. Approaches include a GPS, RNAV, ILS, LOC and even an NDB. Reliance Aviation (305/233-0310) is one of several FBO facilities.

My favorite is the legendary and historic Opa-Locka (KOPF). Runway 9L27R is 8000 feet long. Runway 9R-27L is

4300 feet long. In addition, there are two diagonal runways, 12-30, which is 6,800 feet in length and 18-36, which is also 4,300 feet long. Approaches include GPS, RNAV, ILS and ILS/DME. The field, at eight feet above sea level, is about 15 miles north of town. Orion (305/455-2295) is my FBO of choice.

This airport is filled with aviation history. Aviation pioneer and manufactur-

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CESSNA LAUNCHES ONLINE INSTRUMENT PILOT COURSE TO CESSNA PILOT CENTERS Cessna Aircraft Company, in partnership with King Schools, has developed a new instrument pilot course as the next element of its innovative Cessna Flight Training System designed to enhance safety and increase pilot proficiency while making the learning process easier to manage.

The Web-based instrument training course and updated learning management system, the Cessna Course Tracking Application, will be available through Cessna Pilot Centers later this quarter.

Cessna also expects to expand the flight training system to include a commercial pilot course.

The instrument training program joins the Cessna Sport/Private Pilot Course as the foundation of Cessna’s effort to make flying more accessible and to re-energize pilot training.

“The instrument pilot course provides pilots taking the next step in their development with incredible resources at their fingertips. We’ve used the latest training principles, finely honed in the Sport/Private Pilot Course, to ensure that pilots seeking an instrument rating have the best preparation possible for a lifetime of enjoyable cross-country flying,” said Julie Filucci, manager, Cessna Pilot Centers. “We’ve designed our new online Cessna Flight Training System to provide

training anytime and anywhere on the customer’s schedule while giving the flight instructor maximum flexibility to adapt the training to the customer’s needs. In the hands of our Cessna Pilot Center network, it has become the training standard of the future.”

Customers pursuing their instrument rating have access to in-depth knowledge sessions and in-the-cockpit flight previews featuring the Cessna 172S with the Garmin G1000. The Web-based system keeps track of every aspect of their training and they can access training materials from any location where they have access to the Internet. And since it is Web-based, changes and updates can be made to the course readily, with no replacement materials to distribute.

The Cessna Instrument Pilot Course Kit comes with a host of additional materials, including a folding kneeboard and view-limiting device to assist pilots with their training.

Cessna Pilot Centers are flight-training affiliates that use Cessna’s proprietary training curriculum and Cessna aircraft. There are more than 260 in the United States and around the world, offering customers an array of services including flight training.

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Air Traffic Controller Continued from Page 47

A Final Salute: Mary’s story is but one of many from the lives of countless other women and men who devoted their abilities and time in the growth and development of aviation in the U.S. and throughout the world.

Other women Air Traffic Controllers of note were Ruth Fleisher, Helen Fabian Parke, and Mary Wunder. For more information visit http://www. ninety-nines.org.

There you will find additional information on women ATCs sharing their views on the occupation along with FAA approved ATC curriculums.

It is noteworthy to mention that Mary had a long history as a volunteer with the Kansas Aviation Museum, housed in the building of the old Wichita Airport. The tower where Mary worked still exists. Mary wrote and published a book entitled A Lifetime of Chances and was inducted into the Kansas Aviation

Hall of Fame in 2002.

Mary was a proud member of The Ninety-Nines organization. This author wishes to honor the memory of Mary Chance VanScyoc upon her passing at 91 years of age on Wednesday, Feb. 9, 2011.

She and I shared a family relationship through the Chance Genealogy.

To read an article written by Mary and furnished to Wings Over Kansas web site in the year 2000, go to: www.wingsoverkansas.com/bonnie/article.asp?id=68 For a book review of Prairie Runways: The History of Wichita’s Original Municipal Airport, log on to http://wingsoverkansas.com/books/article.asp?id=201.

Please log on to http://www.wings overkansas.com for a comprehensive overview of Worldwide Aviation News, History, Education, Photos, Videos, Careers, Aviation Pioneers, Feature Stories and Learn-To-Fly.

August 2011

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Editorial: The End of U.S. Manned Space Exploration?

Continued from Page 13 in terms of financial and social contributions to this country. Even the most critical look at the shuttle and its heritage would disclose that it was the most successful jobs program ever created by our federal government. These benefits, including thousands of jobs, continued to flourish right up to the moment in which our politicians pulled the plug.

Media propagandists and political PR firms would have the public believe that the Space Shuttle came to an end because the project had done its job, it was time to call “mission complete” and pridefully close a chapter on American history. “After all,” they will say, “even the famed P-51 Mustang was eventually retired.” This is true, but retirement of the P-51 from U.S. Air Force inventory did not close down the entire Air Force, including all air bases, flight training, and technological development, resulting in a complete loss of capability. There was an improved replacement waiting and the tradition of the P-51 flies with every military pilot serving today. There is no funded Space Shuttle replacement or program to pick up where the Space Shuttle has left off. Loss of the Space Shuttle has shut down our entire manned space flight program. Facilities, equipment, training, technological development, vender support, thousands of jobs and tradition are gone. America no longer has astronauts; we have relegated these talented engineers and scientist to the roll of “passen-

ger.” A huge taxpayer investment in the future has simply been tossed into the trash bin of history, and the downward ripple effect will continue for years. At some point in the future, experts and pundits will look back and ask, “what were they thinking?!”

The political leadership for the last 20 years has simply not displayed the same vision and commitment to the future as “the Greatest Generation.”

Short term planning, squabbling, political divisiveness and “planning for the next election” have taken the place of facing the future as a “challenge … that we are willing to accept, one we are unwilling to postpone, and one which we intend to win.” Instead, our leadership has surrendered our future in manned space exploration to a totalitarian government that charges $60 million a pop to venture into space in the technological equivalent of a 1959 Chevy (no insult to GM intended).

Not one penny of that money is spent in America. Public announcements are made regarding the growth of commercial space travel, of future plans for manned space flight, 20 or 30 years in the future. It must be remembered that these promises are not funded. And claiming that “commercial” space flight is more innovative and effective than the old “NASA system” completely disregards the fact that NASA never built a darned thing. Virtually every space component was subcontracted to private aerospace companies. It has always been a priva-

tized venture. The shutdown of America’s manned space program, with no plans for a national program to replace it, has no basis in economics. The decision to move away from manned space exploration has been going on for 20 years, and now results in the destruction of a scientific and engineering infrastructure that had never existed before, and may never exist again, at least not in this country. It is purely a political decision, enabling supporters to claim that funds can now be diverted into other programs favoring special interests that control votes. Our past 20-plus years of so-called leadership should be ashamed. You could have, and should have, done a better job.

Okay, I have griped about it, admired the problem and accused leadership of incompetence. America is now a second rate country in terms of manned space flight and exploration. There is no doubt that American dollars will be welcomed by Russia until such time as China trumps both of us. The Hubble Space Observatory can no longer be maintained and will die. Now, what can we do about it? Even more important, what can you do about it?

That answer came in an unexpected encounter. This writer recently reengaged in a passion that has lain dormant for 60 years, astronomy and astrophysics. For a remarkably modest investment, the average person can visit stellar destinations that would make Captain Kirk envious.

The Tulsa Air and Space Museum &

Planetarium presented a fine program that I attended. Upon exiting the excellent program, I was surprised to see a full lobby, waiting for a second show. Lines Continued from Page 57

The Space Shuttle Atlantis ready for it final flight.

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Editorial Continued from Page 56 were quickly forming outside to take advantage of ACT (Astronomy Club of Tulsa) volunteers who were on hand to amaze attendees with an excellent view of the moon’s surface. The excitement and enthusiasm were palpable!

Immediately after the show, I visited the lobby displays and overheard a father talking with his 10/11-year-old daughter, while gazing at a model of the space shuttle. The young lady was musing about becoming an astronaut. Her father took her hand and sadly explained that the U.S. manned space program was over; the last shuttle was now in orbit. The little girl asked “Why?” “Because,” answered the father, “the guys who run the country don’t care about the stars anymore; it’s up to you now.” The little girl reached out and touched the model, her eyes filling with tears.

It is this little girl’s generation that will take “man” back into space. It is up to us, the grandparents, to build a fire under the thrill of exploration that our leadership has lost. We must first remember the people who made our space flight accomplishment possible. We must support aviation museums and the popularization of astronomical sciences that surround planetariums. Encourage kids to put down the computer toys and join an astronomy club, join in with amateur rocket enthusiasts, and learn to fly.

Remember, a glider student can solo at age 14, and Sport Pilot has cut the cost of learning to fly by up to 70 percent. Take your grandkid, son or daughter, by the hand and physically lead them into activities that can shape their future and that of our country. Public schools are not teaching kids about our space flight accomplishments. This writer has talked to young folks who do not know we have walked on the moon. Recognize that NASA still continues incredible research with deep space telescopes and unmanned space vehicles. These programs are grossly underfinanced, but are the only activities left that maintain the remaining elements of a once proud scientific infrastructure. Write, e-mail, tweet, and “facebook” your elected officials, calling for support of American

manned space flight. When the response comes back extolling all our future plans, ask, “Is it funded?”

Like that father said to his daughter, “It’s up to you.” After 20 years of neglect, our present leadership thinks the final nail has been placed into the coffin of manned space exploration. It is time for you to pick up a low-tech claw hammer and start pulling those nails out. I think you have one in your toolbox of conscience.

About the Author When asked by casual friends, “what do you do for a living?” Ed Downs most often responds, “I’m retired and have a small ranch 20 miles east of town.” Maybe somebody should explain to Ed what retirement really means. With an aviation career that spans over 55 years, Ed is a 14,000 - plus hour professional pilot with PIC time logged in more than 140 different aircraft. With 35 years in airline/aerospace management and flying, plus a GA background that spans all aspects of FAR 91, 121, 135 and 141operations, Ed’s flying focus had been on pilot training, aircraft certification and flight test engineering. He served in Washington D.C. as a representative for aviation interest for four years, working at the congressional and DOT levels. His contributions to flying safety, aircraft design and the kit plane industry were recognized in 2003 with the Spirit of Flight Award given by the Society of Experimental Test Pilots. As In Flight USA’s full time Sales and Marketing Manager, Ed continues to teach accelerated pilot training classes and Flight Instructor Refresher Clinics around the country, plus the occasional aircraft evaluation. Oh yes, he actually does have a ranch, raising alpacas and llamas.

The views expressed here are those of the writer and do not necessarily reflect the views of In Flight USA. Please share your opinions on this subject by sending a letter to the editor at P.O. B ox 5402 San Mateo, CA 94402. Or, weigh in online at inflightusa.com/discussion. Or visit our page on facebook and make a comment there at facebook.com/InFlight-USA.

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EAA AIRVENTURE: A SAMPLING OF INNOVATION AND FANCIFUL FLYING FUN Editor’s Note: EAA AirVenture was at midshow during In Flight USA’s print deadline. The following is a roundup of highlights having taken place by the middle of the week. In Flight will provide full wrapup coverage in the September edition.

Belite’s Wiebe Receives Raspet Award James Wiebe has created what he describes as a miniature Cub in an ultralight package. But the lightweight plane is getting big reviews.

Wiebe, of Belite Aircraft, received the August Raspet Memorial Award during the Homebuilders Dinner. The award, named after the late Dr. August “Gus” Raspet, has been given annually since 1960 to a person who has made an outstanding contribution to the advancement of light aircraft design.

Wiebe and his wife, Kathy, acquired the tooling, existing parts, and manufacturing rights of an older aircraft in March 2009. He immediately began improving and reinventing this design, creating the new Belite aircraft. See his story at airventure.org/news/2011/110727_raspet.ht ml.

FIFI: An Old Warrior’s Triumphant Return She came back and was as stunning as ever: FIFI the Boeing B-29 is by far the biggest warbird to have attended AirVenture 2011 or any show. The big bomber was flown there by the Commemorative Air Force (CAF). In 1971, a forlorn batch of B-29s sat in general disarray in the Mojave Desert at the Navy’s China Lake weapons test facility.

Negotiations with the government completed, a CAF team selected the bestlooking candidate for restoration and flew it to Harlingen, Texas, after a nineweek desert refurbishment. Four decades later, after some ups and downs, the CAF’s B-29 is still the only Superfortress flying.

Crew Chief Dave Miller says he

does not have logs to show how many hours the Air Force put on this B-29, but the CAF has added nearly 2,000 hours in the air in four decades of operating FIFI. The B-29 flew at AirVenture’s Friday warbird air show. Following AirVenture, the big bomber will offer rides for sale at other Midwest venues, beginning with St. Louis the first week of August.

To read more about FIFI at Oshkosh, visit airventure.org/news/2011 /110727_ fifi.html. Or to learn more about this aircraft, go to cafb29b24.org/.

Rutan Unveiled BiPod Images

12,000 feet in a higher-power mode, and up to 760 miles at 100 mph at 8,000 feet.

The expected gross weight is 1,430 pounds with two passengers and fuel.

While Scaled is looking for a customer to fund phase two of the project, don’t expect Burt to sit idle in his new Idaho home.

“I’ve done a new type on average one a year since 1973,” Burt said. “Do you think I can stop that?”

Read more about the BiPod at Oshkosh: airventure.org/news/2011 /110727_ bipod.html or about the aircraft and the company at scaled.com.

“The Wandering Wench” Arrived In The Ultralight Area

An autocad model provided to EAA of the current configuration for Rutan's latest design, the Bipod.

(Scaled Composites Photo/EAA) Burt Rutan took the lid of his latest project, the BiPod, at homebuilders at Oshkosh, and it looks different than images released last month by Scaled Composites, Burt’s former company that owns the design.

The first images of the BiPod included CAD drawings with four propellers – one on each wing and two on the horizontal stabilizer between the tails of the twinfuselage, hybrid-electric roadable aircraft. “The most recent version had the propellers only on the tail, not on the wings,” Burt told EAA members and guests. “So you don’t handle the propeller and have to unplug the electric connection to move the wings [and stow] in between the body.”

The BiPod taxis as a car and starts takeoff roll without the propellers running.

The pilot will then advance the propeller throttle to achieve rotation in about eight seconds. In the air, it is designed to cruise at 197 mph with a range of 530 miles at

Arty Trost (aka The Wandering Wench) arrived in the Ultralight area at AirVenture 2011 after a 2,000-mile flight from Oregon in an open cockpit. Her aircraft is a Talon, a design that is a descendent of the Drifter she flew from Oregon to Lakeland, Florida, in 2008. Arty is a motivational speaker who uses her flying experiences to help people in all walks of life to have “The Courage to Soar,” which is her theme.

Read her story by Dan Grunloh, Editor, Light Plane World, on the EAA website: airventure.org/news/2011/ 110727 _trost.html.

Ghana’s First Female Pilot Gives Back In 2007 when Patricia Mawuli Nyedozki asked for a job with WAASPS, the only light aircraft building and maintenance center in West Africa, she was handed a machete and told to remove stumps at Kpong Airfield. She also mowed a 1,000-meter-plus runway every week by hand.

Now, Nyedozki, who celebrated her 23rd birthday at AirVenture last month, is an aircraft engineer and flight instructor.

“I build the planes that I fly,” she said.

Wanting to give back to those who helped her, she volunteers as a pilot for

Medicine on the Move and teaches young Ghanaian women to fly. “The part of the world where I come from, women aren’t given the opportunity,” Nyedozki said, adding that she wanted to show them how amazing it is to fly.

Read about her story at Oshkosh by visiting airventure.org/news/2011/ 110727_ghana.html or learn more about Medicine on the Move at MedicineOn TheMove.org.

Still A Showman: Hoover Delights Overflow Audience A crowd estimated at more than 1,000 friends of Bob Hoover formed a relaxed circle 360 degrees around the famed aviator early during AirVenture week to hear him regale them with thrilling and humorous vignettes from his remarkable flying career.

Bob’s philosophical, often self-deprecating style, showed why he remains so beloved.

Read more about this aviation legend in a story by Frederick A. Johnsen on the AirVenture website: airventure.org/ news/2011/110727_hoover.html.

X2 Marks The Spot On July 14, Sikorsky Director of Flight Operations and Chief Pilot Kevin Bredeneck flew the company’s X2 Technology demonstrator to an unofficial helicopter speed record of 250 knots true airspeed in level flight. Then Bredeneck and the X2 – a sleek helicopter with twin counter-rotating rotors and a pusher propeller – both appeared at AirVenture, eager to meet the public.

Sikorsky Innovations, a division of Stratford, Conn.-based Sikorsky was established one year ago to oversee the helicopter manufacturer’s research and development programs.

“We set the power for 230 or 240 knots and the aircraft accelerated from 235 to 250 knots,” Bredeneck explained, recounting the final flight of the X2. “I Continued on Page 59

Continued from Page 58 was pleasantly surprised by the limited amount of power it took to get us to that speed – just about 71 percent power. “We were expecting to be at 100 percent through 250 knots.” With the 250-knot milestone reached, the Sikorsky team didn’t push the envelope any further.

Read more about Sikorsky’s innovative work at airventure.org/news/ 2011/110727_x2.html.

Tuskegee Airmen Exhibit Enthralls As It Educates A new traveling exhibit tells more than the story of the Tuskegee Airmen: It encourages youth to meet challenges headon and to rise above adversity to succeed.

Doug Rozendaal, project leader of Red Tail, said the traveling Tuskegee Airman exhibit was completed in time to debut at EAA AirVenture Oshkosh 2011.

The 53-foot trailer with double slide-outs creates a 24-foot by 40-foot movie theater inside with 170-degree screen. Still scented with that “new car” smell, the air-conditioned space includes bench seating to accommodate about 40 adults while watching the story of the Tuskegee Airmen.

Read all about it: airventure.org/ news/2011/110727_tuskegee.html.

Passion Keeps Younkin Performing

Matt Younkin with his Twin Beech.

(Photo By Laurie Goosens/EAA) Passionate is defined as having intense feelings, or extreme enthusiasm.

But that definition falls short of describing Matt Younkin’s passion to perform–particularly after aerial performing cost him both his father and sister: Bobby and Amanda.

Matt says Oshkosh is his favorite

place to perform. “I just love it up here. I hope to continue to be invited back.

Oshkosh has been a destination of my family for 25 or 30 years. My family has been coming to AirVenture since before I was around. It is a real privilege.”

More about Matt and his passion at AirVenture can be found at airventure.org/news/2011/110727_younk in.html.

Lazair Achieves Electric-Powered Flight

Ninety percent of the technology for Dale Kraner's electric Lazair came from the model airplane industry.

(Photo By Mariano Rosales/EAA) Electric flight was a longtime dream for Dale Kramer, designer of the Lazair ultralight.

Now his dream has come true. His current amphibious configuration found the flying success that evaded him in three previous electrification attempts.

Attempt number four was flying and on display at EAA AirVenture Oshkosh 2011.

Read all about him and his flying machine: airventure.org/news/2011/ 110727_lazair.html This has been just a taste of some of the innovation, fanciful fun, science and dreams that make up a week’s worth of aviation at airventure in Oshkosh. For more in-depth stories by EAA writers on the scene visit www.eaa.org and www.airventure.org. If all of this has tickled your aviation fancy, plan to attend: future AirVenture dates are July 23-29, 2012; July 29-Aug. 4, 2013; and July 28Aug. 3, 2014.

All photos by David K. Witty. To view his complete collection of AirVenture 2011 photographs, visit davidkwitty.smugmug.com/Planes/Oshkosh-2011.

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WAAS UPDATES APPROVED FOR CLASSIC CESSNA CITATION ULTRAS, ENCORES Cessna Aircraft Company, has announced that Wide Area Augmentation System upgrades are available for the Citation Ultra and Citation Encore.

The supplemental type certificate covers all Citation Ultras and Citation Encores serial number 260 through 750 with an upgrade to dual Universal UNS1Espw Flight Management Systems certified for fully coupled WAAS LPV approaches. Previous WAAS updates were approved for CJ1+, CJ2+, CJ3 and Citation Encore+ models, as well as Citation Excel and XLS aircraft.

The WAAS upgrades can be performed at any of the nine Cessna-owned Citation Service Centers in North America and Europe, according to Stan Younger, Cessna’s vice president of Service Facilities. Owners may contact any of the centers to confirm their avionics suite is WAAS-compatible and to

schedule an appointment.

“WAAS technology augments GPS systems and gives pilots five times the coverage and 12 times the accuracy of GPS-only systems,” Younger says. “This new after-market capability for our classic Citations also demonstrates the company’s commitment to the on-going success of Citation owners and operators for years to come.”

WAAS gives pilots improved Global Positioning System navigation accuracy, allowing for greater access to many airports during difficult weather conditions. WAAS LPV approaches are similar to ILS performance; with some LPV (localizer performance with vertical guidance) procedures having minimums as low as 200 feet.

For more information, visit Cessna.com.

CESSNA ADDS TO THEIR PILOT CENTER NETWORK Cessna Aircraft Company announced at the Experimental Aircraft Association’s AirVenture 2011 in Oshkosh, Wis., that it has added five flight-training organizations to its global network of more than 250 Cessna Pilot Centers.

The newest members of the CPC network are: • Indy Flight Training, Indianapolis, Ind. • Light Sport Aviation, Riverside, Calif.

• Freedom Aviation, Lynchburg, Va. • Air Orlando Aviation, Orlando, Fla. • ProFlight Aviation Services, San Marcos, Texas

CPCs are flight training affiliates that use the new Cessna Flight Training System and Cessna aircraft and offer customers an array of services including flight training.

“We continue to look for the best quality additions to our CPC network as part of the company’s effort to make flying more accessible and to re-energize pilot training,” said Julie Filucci, Cessna CPC manager.

For more information, go to Cessna.com.

61

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1962 B33 Debonair

1977 Grumman Tiger AA5B

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Whats’s Up Continued from Page 26 know if it was to keep me in or out.

Now please don’t send me questions about this, I don’t have any answers.

When I get the answers I’ll let you know.

By the way, I think I saw about five other planes, mostly in reconstruction stages.

This may have been the best part of the trip. Just think about it, flying off a small farm in a T-28 and not in the usual tail dragger of some kind.

On Final I’ve been thinking about August and the things it brings to mind. My column this month has probably reached that point that you’re starting to yawn and

have forgotten why you are reading it.

With that said, I’d like to acknowledge the two most important women in my life. First my wife Kimberly for not being offended when I lock my office door to write this column. Her birthday is this month and I wish I could remember when it is and if she is 36 or 39.

Here’s where I brag a little, okay a lot. My Mom will turn 91 this month – I get such a kick out of saying that. I also like bragging about the fact that she is a very serious Polio survivor, and I love it even more that my kids don’t know a thing about that killer disease . . . Stay Safe!

That’s Thirty!

“Over”

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707,9 :05.3,: 7PWLY *OLYVRLL ;;:5 :46/ 5HYJV 42 UH] JVTZ *LU[\Y` 0 H W >LSS THPU[HPULK ]LY` [OVYV\NO HUU\HS 1\S` :HU *HYSVZ *( (PYWVY[ /H[L [V ZLSS" SVZ[ TLKPJHS ,THPS MS`HYTV'NTHPS JVT VY JHSS !

7PWLY (YJOLY 00 ;;:5 :-94 2PUN KPNP[HS 0-9 .7: 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPY JYHM[ UL[ !

7PWLY >HYYPVY 00 ;;:5 :46/ 2PUN 0-9 +4, H W 5PJL 7 0 (TLYPJHU (PYJYHM[ :HSLZ /H` ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ !

7PWLY *OLYVRLL ;;:5 :46/ :;6/ JVSVY .7: : ;,* >LSS THPU[HPULK 5+/ OHU NHYLK (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPY JYHM[ UL[ !

7PWLY *OLYVRLL ;;:5 :46/ :;6/ 2PUN 0-9 : ;,* -\SS /VY[VU :;63 RP[ HUK ZWLLK TVKZ 5L^ WHPU[ OHUNHYLK 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPY JYHM[ UL[ !

(YYV^ :46/ ISHKL 0-9 5+/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

(YYV^ OW 0-9 3VHKLK )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

August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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/ 24( 2; ( 2? 2*: ( 42 + TVYL 5L^ M\LS JLSSZ 5+/ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

7PWLY *VTHUJOL 7( ;; :46/ :6/ 2? ) ^ .: 5HYJV 2PUN LX\PWWLK 4,;*6 HPY [PWZ TVYL 3VNZ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! *OLYVRLL *Y\PZLY ;; :46/ ]LU[ MHU Z`Z[LT 5PJL PU[L YPVY SVNZ 5+/ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH] LY JVT ! *VTHUJOL ) ;; :46/ I` 4H[[P[\JR :5 ISHKL .VYNLV\Z SVHKLK =PZP[ ^LI ZP[L MVY KL[HPSZ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT

!

7( *YV^U 9V`HS :WLJPHS *\I THQVY TVKZ MHJ[VY` UL^ 6 ( ( LUNPUL 3LZZ [OHU ;; ZPUJL I\PS[ 4\Z[ ZLL :[L]L >LH ]LY (PY JYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

7PWLY ;\YIV (YYV^ ;; ISHKL WYVW ;:67/ .HYTPU ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

7PWLY 4HSPI\ ;; ,+- (ZWLU ,SLJ[VUPJ -SPNO[ +PYLJ[VY ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

7PWLY *OLYVRLL ;; :-94 2? ^ NSPKLZSVWL ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

7PWLY ;\YIV (YYV^ 000 ;; :46/ 74( :9 H\KPV WHULS ^ 4)Z ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! *OLYVRLL :P_ ;;:5 :46/ 2*: ( /:0 : ;,* )-. Z[VYTZJVWL 235 ) .7: .YLH[ HLYPHS :<= >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !

7PWLY (YYV^ 00 1\Z[ PU *HSS MVY KL[HPSZ >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !

www.inflightusa.com .YLH[ ;HRLVMM 0UJYLHZLK *Y\PZL MVY 7PWLY 7( Z (49 + >VVKZ[VJR 03 ^^^ WPWLYTVKZ JVT

707,9 ;>05: ;^PU *VTHUJOL :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! (a[LJ .VVK [YHPULY [PTL I\PSKLY )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 ! (a[LJ ;; :46/ :76/ 5+/ HSS SVNZ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

7PWLY (a[LJ - ;; :46/ )LUKP_ 9+9 YHKHY /:0 (S[P TH[PJ ? H W +LJLTILY HUU\HS [YHKL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]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 !

*099<: *PYY\Z :9 :5,> SVHKLK )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *PYY\Z :9 .;: ;; WSH[P U\T LUNPUL : ;,* ? ;(>: KLPJL ?4 ^LH[OLY ;HUPZ OLH[LY TVYL 9L K\JLK >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! *PYY\Z :9 .;: ;; (]P K`UL -SP[L4H_ ,U[LNYH NSHZZ JVJRWP[ K\HS .HYTPU Z ? H W :R`^H[JO TVYL :LY]PJL *LU[LY THPU[HPULK :5 3LHZLIHJR ^HU[LK >PZJVU ZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PY WVY[ >0 >PZJVUZPU( ]PH[PVU JVT !

UPH -V\Y TVKLSZ WS\Z UL^ 7 ; [^PU >LZ[ *VHZ[ :WVY[ (PYJYHM[ ^^^ ^LZ[JVHZ[ZWVY[HPYJYHM[ JVT ^^^ [LJUHT JVT !

1,;: -V\NH 4HNPZ[LY TPK [PTL LUNPUL J\Z [VT )S\L (UNLSZ WHPU[ 6)6 [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

3LHY ;)6 HSS YLJVYKZ 9=:4 3 9 M\LS 7HY[ HPY HTI\ SHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

:(0373(5,: :6(905.

-HZ[ [YHJR ZVHYPUN [YHPUPUN (YPaVUH :VHYPUN ,Z[YLSSH :HPSWVY[ 4HYPJVWH (A

.SPKLY 0UZ[Y\J[PVU ;V^PUN 3LZZ [OHU HU OV\Y Z KYP]L MYVT :HU 1VZL 4VU [LYL` HUK :HU[H *Y\a /VSSPZ[LY :VHYPUN *LU[LY /VSSPZ[LY 4\UPJPWHS (PYWVY[ ^^^ :VHY/VSSPZ[LY JVT

/,30*67;,9: ;OL /LSPJ`JSL [\YIPUL WV^LY 3V^ THPU [LUHUJL VWLYH[PUN JVZ[Z =PKLV WHJRHNL MYVT /LSPJ`JSL JVT ,HNSL 9 + 5HTWH 0KHOV !

;@7, 9(;05.: (YPaVUH ;`WL 9H[PUNZ *, *, [`WL YH[PUNZ VY YLJ\YYLU[ 0UZ\YHUJL HW WYV]LK Z[HMM L_HTPULY ^^^ HYPaVUH[`WLYH[PUNZ JVT !

(PYJYHM[ 0UZ\YHUJL >(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

4H\SL 4? ) ;; 0-9 > H]PVUPJZ WHJRHNL 4HU` L_[YHZ HUK VW[PVUZ ( NYLH[ KLHS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !

(09*9(-; >(5;,+ 0TTLKPH[L *HZO MVY (PYJYHM[ (PYJYHM[ (WWYHPZHSZ 9VILY[ *V\[JOLZ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK *( MH_ ^^^ HTLYPJHUHPYJYHM[ UL[ !;-5 >L 5LLK 0U]LU[VY` =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[H HPY JVT !;-5

(09*9(-; -69 9,5;

7HY[ULYZOPW! 7PWLY +HRV[H ;; :5 0-9 *VSSPUZ 4PJYV 3PUL /:0 Z[VYTZJVWL .7: TVYL PU[LYPVY OHUNHYLK ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

(TVYL 3PNO[ :WVY[¯0[HSPHU :[`SL ,_JS\ZP]L ;,*5(4 KLHSLY MVY *HSPMVY

;OL .PM[ VM -S`PUN /PZ[VY` ,HYU `V\Y ;HPS^OLLS LUKVYZLTLU[ HUK HKK *SHZZPJ (PYWSHULZ [V `V\Y SVN 6\Y HPYJYHM[ VY `V\YZ (]PH[VY -SPNO[ ;YHPUPUN H]PH[VYMSPNO[[YHPUPUN JVT

*VTTVU^LHS[O :R`YHUNLY ;; :46/ (WVSSV :3 LSLJ[YPJ Z`Z[LT ^OLLSWHU[Z 9LJLU[ MHIYPJ ;Y\L [YVWO` ^PUULY 6)6 :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

;OL :\WLY :[HSSPVU :P_ 7SHJL -S` MHZ[LY MHY[OLY JHYY` TVYL MVY SLZZ JVZ[ (PYJYHM[ +LZPNUZ MH_ !;-5

=HYNH ( ;; 2PUN H]PVUPJZ 5PJL HUK JSLHU ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

(PY 6W[PVUZ :LHWSHUL :JOVVS -(( HPY WSHUL ZPUNSL LUNPUL ZLH YH[PUN ;YHPUPUN *LU[LYZ H[ 3HRL /H]HZ\ HUK 7OVLUP_ (A ^^^ HPYVW[PVUZSSJ JVT

(09*9(-; 05:<9(5*,

7(9;5,9:/07:

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 !

<U\Z\HS ([[P[\KL *V\YZLZ :WPU ;YHPU PUN *LY[PMPJH[PVU )LNPUUPUN [OY\ HK ]HUJLK HLYVIH[PJ 7HSV (S[V :HU *HYSVZ HUK /H`^HYK *( >LZ[ =HSSL` -S`PUN *S\I ^^^ ^]MJ VYN

(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

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9LTVZ .? 7YLJPZLS` LUNPULLYLK MVY -<5 .LYTHU LUNPULLYPUN X\HSP[` HUK WLYMVYTHUJL 9LTVZ (PYJYHM[ 9,46: ^^^ YLTVZ JVT !

+PZJV]LY` -SPNO[Z -SPNO[ PUZ[Y\J[PVU MVY ZPUNSL T\S[P LUNPUL 0-9 )-9 07* )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !

40:*,33(5,6<: (09*9(-;

/\ZR` ( ) -S` ^P[O [OL SLHKLY VM [OL 7HJR (]PH[ (PYJYHM[ (M[VU >@

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:769; <3;9(30./;:

(LYVIH[PJ ;YHPUPUN · MVY ZHML[` MVY ZRPSS MVY M\U 3VJH[LK 5VY[OLHZ[ (S HIHTH (WWHSHJOPHU -VV[ /PSSZ .YLN 2VVU[a (LYVIH[PJZ ^^^ NRHPYZOV^Z JVT

¸+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 !

3V^ *VZ[ [^PUZ MVY YLU[ [YHPUPUN :LULJH * * * ^ ZHML[` WPSV[ *OLYVRLL 0-9 [YHPULY K\HS 2? ^ ZPT\SH[VY SLZZVUZ )\PSK OPNO WLYMVYTHUJL [PTL ^P[O H * )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !

(=0(; /<:2@

63 KHUJL -S`PUN *S\I 7HSV (S[V *( ^^^ MS`Z\UKHUJL VYN

7HY[ULYZOPW 4VVUL` 4 - ;; 7 0 ZLH[Z 6\[MP[[LK MVY [OL ZLYPV\Z 0-9 WPSV[ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

-30./; 05:;9<*;065 =PZ[H (PY -SPNO[ :JOVVS [YHPUPUN HPYJYHM[ YLU[HS *LZZUH HWWYV]LK 7PSV[ *LU [LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ! :[Y\J[\YLK -SPNO[ ;YHPUPUN WYP]H[L [OY\ (;7 SHUK ZLH T\S[P LUNPUL :OLISL (]PH[PVU 2PUNTHU (A

(MMVYKHISL 4\S[P ,UNPUL ;YHPUPUN :\U

*VTL ZLL V\Y .HYTPU .;5 KLTV \UP[ VY ]PZP[ ^^^ HLYPHSH]PVUPJZ JVT MVY TVU[OS` ZWLJPHSZ (LYPHS (]PVUPJZ :HU 1VZL 9LPK /PSS]PL^ (PYWVY[ QVLT'HLYPHSH]PVUPJZ JVT

7967,33,9: *VTWSL[L 7YVWLSSLY .V]LYUVY :LY ]PJL ;PMMPU (PYL ;PMMPU 6/

:\SSP]HU 7YVWLSSLY :WLJPHSPZ[Z /H` ^HYK *(

(09*9(-; 7(9;: 7(9;: 5L^ 7PSV[ :\WWS` 7HY[Z :[VYL ^P[O SHYNL NLULYHS WHY[Z HUK H]PVUPJZ PU]LU [VY` *LZZUH :PUNSL ,UNPUL :LY]PJL :[H[PVU ^ THU` *LZZUH WHY[Z PU Z[VJR -S` PU VY KYP]L PU =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! )LLJOJYHM[ 7HY[Z (SS TVKLSZ )VUHUaH [OY\ /H^RLY 4VYL [OHU WHY[ U\TILYZ PU Z[VJR 5L^ V]LYOH\SLK \ZLK :LSLJ[ (PYWHY[Z >L`LYZ *H]L =(

(PYJYHM[ :WLJPHSPZ[ <ZLK 7HY[Z SHUK PUN NLHY JVU[YVS Z\YMHJLZ 1 ; ,]HUZ (PYJYHM[ :HSLZ 6YSHUKV -3

-<,3 -\LS *LSSZ 9LWHPY V]LYOH\S VY UL^ 5L^ [HURZ ^P[O `LHY ^HYYHU[` /HY[^PN (PYJYHM[ -\LS *LSS 9LWHPY ^^^ OHY[^PNM\LSJLSS JVT

:[H[L VM [OL HY[ UP[YPSL Y\IILY M\LS JLSSZ ^ H\[VJSH]L J\YLK ZLHTZ HUK PU [LNYH[LK M\LS ]HWVY IHYYPLY 5V /HZZSL `LHY ^HYYHU[` Z\WWVY[ --* -SVH[Z -\LS *LSSZ 4LTWOPZ ;5 ^^^ MMJM\LSJLSSZ JVT

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(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

(PYJYHM[ PUZ\YHUJL X\V[LZ WS\Z OHUNHY HUK JVU[LU[Z PUZ\YHUJL H[ YLHZVUHISL YH[LZ (67( ,(( KPZJV\U[Z H]HPSHISL (PYJYHM[ 0UZ\YHUJL (NLUJ` >H_HOHJOPL ;?

!;-5

(09*9(-; -05(5*05.

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.L[ [VW YL[HPS MVY `V\Y HPYJYHM[ (PYJYHM[ ZHSLZ QL[ ZHSLZ THUHNLTLU[ MPUHUJPUN <:( (PYJYHM[ )YVRLYZ !;-5

9LUL^ HUK PTWYV]L `V\Y ^ ;`WL *LY[PMPLK -(( (WWYV]LK :\WLY/H^R :;* 0UJYLHZLZ ZHML[` WLYMVYTHUJL HUK ]HS\L 7LUU @HU (LYV 7LUU@HU(LYV JVT

:WLJPHS MPUHUJPUN H]HPSHISL )PN KV^U TPUPT\T JYLKP[ VU SLHYU [V MS` HPYJYHM[ Z HUK Z H]HPSHISL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

(=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,- 49? KPNP[HS YHUNL HS[P[\KL HUK ?9?

WVY[HISL Z`Z[LTZ A(65 -SPNO[ :`Z[LTZ ^^^ aHVU HLYV 366205. -69 (=0650*:& ;Y` =PZ[H (]PH[PVU H KLHSLY MVY TVZ[ THQVY IYHUKZ · /VUL`^LSS .HYTPU (]PK`UL : ;,* (ZWLU 3 )VZL +H]PK *SHYR 3PNO[ZWLLK L[J · WS\Z 7P[V[ :[H[PJ [LZ[PUN ([ ZHTL HPYWVY[ MVY `LHYZ *HSS MVY PUZ[HSSH[PVU X\V[LZ =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT !

7VY[HISL *VSSPZPVU (]VPKHUJL :`Z [LTZ ;OL ^VYSK Z MPYZ[ HUK VUS` WVY[H ISL ^P[O KPYLJ[PVU .7: PU[LNYH[PVU ;Y` ?9? YPZR MYLL MVY KH`Z ,_JS\ZP]LS` H[ 7*(: JH 7*(:

8\HSP[` :LY]PJL 7YPJL RLLWPUN [OL JVZ[ VM HPYJYHM[ LUNPUL THPU[LUHUJL KV^U (PYJYHM[ :WLJPHS[PLZ :LY]PJLZ ;\SZH 62

;OL 5HTL [V 9LTLTILY MVY (PYJYHM[ ,UNPUL 7HY[Z HUK :LY]PJL *VTWSL[L HZZLTISPLZ H]HPSHISL .PIZVU (]PH[PVU ,S 9LUV 62

6PS -PS[LY (KHW[LYZ MVY *VU[PULU[HSZ - 4 ,U[LYWYPZLZ )VYNLY ;? ^^^ MT LU[LYWYPZLZ JVT 4HQVY 6]LYOH\SLK ,UNPULZ :WLJPHS PaPUN PU 7YH[[ >OP[UL` 3HYNL PU]LU[VY` *V]PUN[VU (PYJYHM[ ,UNPULZ 6RT\SNLL 62 9HKPHS +P] ;\YIPUL +P]

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Celebrating Twenty-Seven Years of In Flight USA

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August 2011

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All photos by Marc St. Pierre

NASAAdministrator Charles Bolden issued this statement about the final landing of the Space Shuttle Program: “At today’s final landing of the space shuttle, we had the rare opportunity to witness history.

We turned the page on a remarkable era and began the next chapter in our nation’s extraordinary story of exploration.

The brave astronauts of STS-135 are emblematic of the shuttle program. Skilled professionals from diverse backgrounds who propelled America to continued leadership in space with the shuttle’s many successes. It is my great honor today to welcome them home.

I salute them and all of the men and women who have flown shuttle missions since the very first launch on April 12, 1981.

The shuttle program brought our nation many firsts. Many proud moments, some of which I was privileged to experience myself as a shuttle commander. I was proud to be part of the shuttle program and will carry those experiences with me for the rest of my life.

As we move forward, we stand on the shoulders of these astronauts and the thousands of people who supported them on the ground – as well as those who cheered their triumphs and mourned their tragedies.

This final shuttle flight marks the end of an era, but today, we recommit ourselves to continuing human spaceflight and taking the necessary – and difficult – steps to ensure America’s leadership in human spaceflight for years to come.

I want to send American astronauts where we’ve never been before by focusing our resources on exploration and innovation, while leveraging private sector support to take Americans to the International Space Station in low Earth orbit.

With the bold path President Obama and Congress have set us on, we will continue the grand tradition of exploration.

Children who dream of being astronauts today may not fly on the space shuttle . . . but one day, they may walk on Mars. The future belongs to us. And just like those who came before us, we have an obligation to set an ambitious course and take an inspired nation along for the journey.

I’m ready to get on with the next big challenge.

The future is bright for human spaceflight and for NASA. American ingenuity is alive and well.

And it will fire up our economy and help us win the future, but only if we dream big and imagine endless possibilities.

That future begins today.”

Celebrating Twenty-Seven Years of In Flight USA

66

August 2011

AD INDEX Aerial Avionics ......................33

Aviation Ins. Resources..........22

Giotto’s Aircraft Interiors ......54

Select AirParts ..........................7

Aero Tax..................................57

Aviator Flight Training ..........13

Globe Fiberglass ....................40

Sheble Aviation ................30, 31

Aerozona Parts........................46

Bel Air Intl. ............................60

Hartwig Fuel Cells..................20

Sky Ranch Upholstery............27

Air Options LLC ......................6

Bob’s Aviation Supplies ........20

HME Watches ........................34

Start Pac ................................10

Aircraft Insurance Agency ....27

Bonny Doon Airfield..............38

J.T. Evans ..................................4

Sterling Air..............................35

Aircraft Magneto Service ......44

Buchanan Aviation..................56

Jorgenson Lawrence ..............66

Steve Weaver Aircraft Sales ..29

Aircraft Specialties Services ..19

California Capital Airshow ....38

Sam Heller/Remax ................44

T. J. Aircraft Sales ................23

Aircraft Spruce........................15

Chino Aircraft Sales ..............51

Mountain High Oxygen ........37

Tiffin Aire................................53

Airport Shoppe ....................2, 3

Corona Aircraft Engines ........36

Nice Air ..................................55

Tsuniah Lake ..........................28

American Aerobatics ..............12

Dash Air ..................................45

Pcas.Ca ....................................32

Vista Aviation....................11, 25

American Aircraft Sales ........61

Divorce for Men ....................46

QREF Media ..........................18

West Valley Flying Club ........68

AMR&D, Inc. ........................54

Eddie Andreini........................10

R & M Steel............................44

Wicks Aircraft ........................39

AOPA ........................................9

Elite Air Interiors ....................28

Rio Vista Municipal Airport ..37

Wings Over Kansas................17

Arizona Soaring......................52

Fly It ................................21, 57

San Carlos Airport ..................24

Wings Over Wine Country ....12

Arizona Type Ratings ............24

Flying Tigers Wine ................13

Santa Maria Museum of Flight14

Zanette Aircraft Insurance........5

Assoc. Sales Tax Consult. ......49

Gibson Aviation ......................22

Schweiss Doors ......................46

"Still Specializing In First Time Buyers And Student Pilots Needs" Happy Birthday To My Wife, and My Mom Who Turns 91 Years Young!

JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT

The best equipped 1974 Cessna 310 and too beautiful for words

“Doing it Right The First Time” HOME OF WHAT’S UP?! AIRSHOW ENTERTAINMENT Voted Best “After the Sale Customer Service” for the 15th Straight Year

Rare Opportunity to Own a Piece of Aviation History.

Located at the beautiful Palo Alto Airport (PAO) in the Baylands Recreational Area where aviation, golf, nature and good food live in harmony creating a comfortable and convenient setting to select a new airplane. South of San Francisco along the west side of the bay, north of San Jose.

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This is FULLY Aerobatic with a stick+180HP

Great Commercial trainer, good times and priced right!