In Flight USA

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In Flight USA Celebrating 30 Years

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ON

THE

August 2014

COVER...

THE GREATEST SHOW ON TURF By A. Kevin Grantham and Stan Piet he National Warplane Museum, located in Geneseo, New York, held their annual “Greatest Show on Turf” airshow over the July 11, 2014 weekend. The show did not have an official theme as in previous years, but the unofficial premise was to honor some of the most famous designs to emerge from World War II – namely, the Lockheed P38 Lightning and de Havilland DH-98 Mosquito. Seeing an airworthy P-38 east of the Mississippi River is a rarity, as most of the flying types are based on the West Coast. But the Geneseo Airshow coordinators pulled out all the stops to secure Ron Fegan’s wonderful L-model Lightning, which is decorated in the colors of Major Norbert C. Ruff war time P38 Ruff Stuff. (Major Ruff served in the Pacific during World War II with the 80th Fighter Squadron – The Headhunters). This particular aircraft is unique among flying P-38s, as it is the only example to sport working turbo-superchargers. Exhaust gases coming from each engine

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drive these high altitude power energizers, and they emit a distinctive screaming sound as they spool up to maximum rotation. Pilot, Rob Ator, did a masterful job in demonstrating the Lightning’s capabilities and thrilled the crowd with passes that clearly highlighted the P-38’s distinctive twin-boom profile. The show’s main attraction was Jerry Yegan’s de Havilland Mosquito, which is the only airworthy type in the country. People from all over the United States and Canada came to Geneseo to get a glimpse of this truly rare warbird. The Mosquito, also known as Mossie, is a monoplane of wooden construction, which was originally envisaged as a bomber with performance greater than the existing fighters of the day. Yegan acquired the DH-98 in 2004 from the Canadian Museum of Flight and Transportation, and over the next eight years, the aircraft was meticulously rebuilt and restored by AvSpecs of New Zealand. Seeing a Mosquito on a grass airfield instantly conjured up mental images from the movie 633 Squadron where actor, Cliff Robertson, leads a Continued on Page 10

Ron Fegan’s wonderful L-model Lightning, which is decorated in the colors of Major Norbert C. Ruff war time P-38 Ruff Stuff. (A. Kevin Grantham)

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TABLE Volume 30, Number 12

OF

CONTENTS

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August 2014

ON THE COVER ON THE COVER

PHOTO FINISH

THE GREATEST SHOW ON TURF

DAYTON AIRSHOW

By A. Kevin Grantham and Stan Piet Page 4

Photos & Story by Mike Heilman Begins on Page 51 Cover Photo by Kevin Grantham

NEWS AOPA Testing New Ways to Open Doors to Aviation ..................8 AOPA Looking for 2015 Regional Fly-In Hosts..........................11 Second Pilot’s Bill of Rights Applauded by EAA......................20 Pacific Northwest Welcomes AOPA Fly-In ................................22 NBAA Says Continued Certification Improvements Critical ....24 GAMA: Shipments Increase in Second Quarter........................25 NASA Turns over NextGen Air Traffic Tool to FAA ....................41 Aircraft Tools Supply Celebrates 40 years ................................47

FEATURES & SPECIAL SECTIONS

COLUMNS

Editorial: “A Day at the Office” By Ed Downs ..................................................................6 The 434 Air Refueling Wing Relocates to Grissom By Mike Heilman ..........................................................12 The NextGen of U.S. Air Transport System By Ehsan Mirzaee ........................................................19 Air Force Firefighter Feeds Passion For Food..........32 Special Section: AirVenture Review ..........................34 Airventure 2014 By Ed Wischmeyer ............................34

Flying wIth Faber: Queenstown, Part 2

by Stuart J. Faber ............29 Homebuilders Workshop: All 50 States (Almost) by Ed Wischmeyer ............37 Skies to Stars: Kepler, Part 2 by Ed Downs ..................38 Safe Landings:The 35th Anniversary of CALLBACK ....42 The Pylon Place: Airventure 2014 by Marilyn Dash ..............45 Goodies & Gadgets ..........................................47

Dayton Airshow Makes Roaring Comeback By Mike Heilman ..........................................................51

DEPARTMENTS

Victory Girl Completes Art for March Field Museum................49

COLUMNS

Business and Rotor News: Kings Avionics, Eclipse and Bell 52

Contrails: Collecting Aluminum

Aircraft Spruce Sponsors 2014 Flying Aviation Expo ..............54

by Steve Weaver ..............17 What’s Up?!:Ya’ Just Can’t Be Nice to Some Folks by Larry Shapiro ..............26

Headlines Online (www.inflightusa.com) ....................7 Calendar of Events ........................................................9 Classifieds ....................................................................56 Index of Advertisers ....................................................58

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In Flight USA Celebrating 30 Years

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A DAY

August 2014

By Ed Downs

AT THE

s an enthusiastic young airplane nut in the late 1940’s, a devoted grandmother gave this writer a book for my ninth birthday titled The Flying Carpet. Written by famed adventurer and author, Richard Halliburton (perhaps even a prototype for Indiana Jones), this book told of a great adventure shared by Halliburton and noted pilot Moye Stephens (later to become a respected test pilot for Northrop) in a 1928 Stearman C-3B. Powered by a 220hp. Wright Whirlwind engine and highly modified, these two men circumnavigated the world (a trip of over 33,000 miles), flying to some of the most exotic places on earth, including the legendary Timbuctoo. The flight took place in 1930/31 and sparked this writer’s imagination, hoping to visit many of the same places. Fortunately, much of that hope came true. Regrettably, Halliburton’s final adventure, sailing a Chinese Junk from Hong Kong to San Francisco, did not turn out so well, with the Sea Dragon going down with all hands in March of 1939. Battered by storms and sinking in a ship not up to the task, the last Morse code message received from Halliburton went something like “Having a wonderful time. Stop. Wish you were here instead of me. Stop.” With those words, I introduce you to a day at the office, when the office in question is EAA AirVenture. It is quite possible that you may be reading this August issue of In Flight USA while flying home from the 2014 AirVenture event. This is an exciting, iconic aviation happening where those with a few bucks in their pockets can see and buy the latest and greatest of all aviation products at special prices. The planes are fabulous, the people are terrific, and the air shows are spectacular. To be sure, AirVenture is an event one talks about right up until the next time you attend. It is something to truly look forward to. As a long time vender at AirVenture, representing a major kit plane/LSA company, this writer was frequently approached by aviation enthusiasts with envy, noting that I got to go to AirVenture for free and enjoyed the show as an “insider.” Certainly, we venders must have a great time! But allow this now retired vender to share a day (actually 48 hours) at the office, or perhaps more correctly, a composite of experiences that describes the wonder of AirVenture from the inside out. In other words, remember the last message sent by Halliburton. First, to venders, it is not “Air-

A

OFFICE

Venture.” That is the marketing name. To us, it is “Oshkosh.” As an aircraft manufacturer, the lead up to Oshkosh is hectic, as planning must be done to accommodate a team of 10 to 20 people. Houses must be rented and travel arrangements made. Often, two full truckloads of gear are involved. Two or three planes typically make the trip, and one of those planes is always the “newest version,” with the flyoff time usually still in process only days before the show. Such was the case for this particular Oshkosh trip with the new turbocharged version of the STOL design offering a cruise speed of 135 kts but having difficulty with the liquid cooled engine experiencing coolant vapor lock. This resulted in a sudden overheat condition that required the engine to be shut down. Thinking it was fixed, this pilot planned to take off early in the morning of the last day I could arrive, making the 1,500-mile trip in one day. The company team had already headed out, but I had to get there (famous last words of many aviators) to complete our display. With a very early (in the dark) morning start, all looked well as this writer climbed to FL 210 and soared over the Teton Mountains. A scenic and hopeful beginning! With a 50 kt tail wind, the approach to my mid-refueling airport was ahead of schedule, but the power reduction to begin the descent triggered the vapor lock once again and an instantaneous overheat occurred, requiring engine shut down. Although some 30 miles from the destination airport, quick calculations confirmed that I could glide the remaining distance without a problem, so the trip continued, sans power. I radioed a mayday to the destination airport (the first in my long career as a test pilot), expecting all kinds of help but instead only received a long NOTAM on taxiways that were closed due to painting. No radar, no help, no fire engines, how disappointing. Just to get even, I landed on one of the taxiways in question, as it was close to a major FBO, and I could just coast in to the ramp. Fix number four was quickly applied, and it was hoped that the problem was resolved. Without time for a bathroom break, I just kicked the tires and lit the fires as I again headed east. Good flying weather prevailed, but the lack of a bio brake was setting in. Fortunately, years of long flights have taught this pilot about the benefits of Ziplock bags (guaranteed leak proof, don’t buy cheap ones), and comfort was Continued on Page 7


August 2014

HEADLINES ONLINE

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Visit In Flight USA’s website to read these stories and more...

at www.inflightusa.com

FATHER, DAUGHTER SHARE DEPLOYMENT TO BAGRAM By Staff Sgt. Evelyn Chavez, 455th Air Expeditionary Wing Public Affairs The military becomes a tight knit family for people who are away from home. Service members share many unique experiences and when the time comes to deploy, they need “family” support that much more. For Tech. Sgt. John Trujillo and Senior Airman Kimberly Buzzell, the support network is not only available from their unit but also each other, as this father and daughter duo share their first deployment together at Bagram Airfield, Afghanistan. Read more...

Senior Airman Kimberly Buzzell, left, and Tech. Sgt. John Trujillo, pose for a photograph July 1, 2014, at Bagram Airfield, Afghanistan. The father and daughter team, originally fromTurner, Maine, is assigned to Task Force Signal and deployed together from the Air National Guard’s 243rd Engineering Installation Squadron in South Portland, Maine. (U.S. Air Force/Staff Sgt. Evelyn Chavez)

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CESSNA CITATION LATITUDE CONTINUES TO MEET MILESTONES; FIRST FLIGHT FOR SECOND PRODUCTION AIRCRAFT

(Cessna Aircraft Company)

Cessna Aircraft Company, a subsidiary of Textron Aviation Inc., a Textron Inc. company, announced a successful first flight of the company’s second production Citation Latitude aircraft (Serial 002). This flight marks the latest in a series of ontime milestones for the program, all of which have occurred on or ahead of schedule. Read more...

VIDEO RECOGNIZES 100 YEARS OF INTENTIONAL SPINNING Rich Stowell Demonstrates Spins Done by Harry Hawker in 1914 As a tribute to the first intentional spins performed in aviation, eight-time Master Instructor, Rich Stowell, recently published a 5-1/2 minute YouTube video demonstrating the spins done by aviation pioneer, Harry Hawker, in June/July 1914. According to Stowell, Hawker’s daring demonstration of the ability to deliberately spin and recover undoubtedly opened the door for the scientific study of spin dynamics. Read more...

Editorial: A Day at the Office Continued from Page 6 restored. Arrival into Oshkosh was the typical zoo, complicated by local thunderstorms. A quick diversion to an alternate airport allowed some wait time, and then a second attempt to land at Oshkosh was made, just prior to the airport being closed. While carefully following the special arrival NOTAM, another plane called in and slowly described his position and asked for a left hand base leg. The tower’s quick, but smiling reply, was, “go away and read the NOTAM!” Finally lined up for runway 18, the tower graciously let me go for the midfield show area turn-off with a quick runway exit. As I cleared the runway and approached the north-south taxiway, I got

a sudden, “hold position for the landing Cessna” call from the tower and, sure enough, a Cessna landed directly on the taxiway, only feet away from my plane. Welcome to Oshkosh! Upon taxiing in, a lineman rushed to my plane and threw open the door, allowing my collect Ziplock bags to drop out of the plane onto his feet with a “splash!” I assured him it was only Gatorade, and finally reached our pavilion. A car ride to the rented house showed that I received no mercy for being the last one in, and a cot in the basement became my home for the next week. One must now learn to share a three bedroom, two-bathroom house with 10 other company folks. To be sure, Continued on Page 25

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In Flight USA Celebrating 30 Years

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STANDING UP By Mark Baker President and CEO AOPA o a pilot, an airport is pretty much always a good thing. Whether you view it as a gateway to new adventures, a safe haven when the unexpected happens, or even a second home, there’s a lot to love about these open spaces in an increasingly cluttered world. But to those who aren’t pilots and may not understand general aviation’s role, an airport can be something very different. They might see it as a source of noise or pollution. Or maybe they think of it as an “empty” space just begging to be developed. And that’s when we have conflict. Sometimes, bridging the gap between the pilot’s perspective and the airport opponent’s perspective is fairly straightforward. Noise can often be man-

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aged with friendly flying practices. An economic impact analysis can prove the value of an airport and so on. But sometimes, the gap is too wide, and an airport becomes the center of a fierce, long-running battle. That’s the case with Santa Monica Municipal Airport in Southern California. For years, some in the city have been trying to close the airport. There have been lawsuits and attempts to strangle the airport, restrict operations, and more. It’s a battle that has claimed enormous resources on both sides, and it’s one AOPA has been heavily engaged in at every step along the way. Recently, the fight over the airport has heated up again. In early July, AOPA and others, including the National Business Aviation Association, actor and pilot, Harrison Ford, and other airport

AOPA TESTING NEW WAYS The Aircraft Owners and Pilots Association (AOPA) wants to open new doors to aviation by exploring the concept that aircraft ownership can be made more accessible and affordable through the development of “Re-imagined Aircraft,” the Association announced last month. AOPA believes that older airplanes that have been updated from tip to tail may be one way to truly bring down the cost of flying. When owned and operated in a community – like a flying club, partnership or flight school – Re-imagined Aircraft have the potential to allow many more people to fly and become engaged in general aviation in ways that are not possible through singular aircraft ownership. Familiar to tens of thousands of current and aspiring pilots, the Cessna 150 and 152 were AOPA’s choice to test this concept because they are dependable, simple to maintain, inexpensive to operate,

widely available, and above all, fun to fly. AOPA has partnered with Aviat Aircraft to create these Re-imagined Aircraft, and together will spend the remainder of the year testing the concept that an older Cessna 150 or Cessna 152 can be beautifully refurbished; placed into a flying club, partnership or flight school; and owned and operated for around $65 per hour including fuel. “Aviators know how much fun it is to fly, and we want more people to have that experience,” said AOPA President Mark Baker. “In testing this concept, we hope to show that it’s possible to have access to fun, easy-to-fly airplanes with updated technology and components at a price many more people can afford. Finding a way to make flying, and even co-owning, an airplane more accessible is a perfect fit with our other efforts.” AOPA and Aviat will test this con-

FOR

August 2014

AIRPORTS

tenants, pilots, and businesses filed a “Part 16” complaint with the FAA. The City of Santa Monica says it is no longer obligated to keep the airport open after next year when it claims its federal obligations expire. But the flying community believes the airport remains under federal grant obligations through 2023. To resolve the complaint, a senior FAA official will hear the petition and consider evidence presented by airport proponents and the city before making a finding. That decision may be appealed in federal court. In the meantime, Santa Monica residents have filed a petition with the city to put the airport’s future to the voters. The petition, which AOPA has supported, would put an initiative on the November ballot to require voter approval before the city can make airport land available for

TO

OPEN DOORS

non-aviation uses or can close or partially close the airport. Regardless of the outcome of the Part 16 complaint and the ballot initiative, you can be sure of two things. One, the battle for the future of Santa Monica will continue. And, two, AOPA will keep fighting to keep the airport—and others like it—open for many years to come. If you’re fortunate enough to fly at an airport that has the support of the community, I hope you’ll do your part to keep it that way by flying friendly, building goodwill, and welcoming non-pilots to experience the good things that happen at your field. If not, consider working with your local Airport Support Network volunteer to find ways to bridge the gap before it becomes a chasm and yet another airport is endangered.

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cept with around a dozen Cessna 150s and 152s. After they have been carefully refurbished, overhauled, and given new interiors and paint, these aircraft will be available at a base price of $89,900 and $99,900 respectively. “Factors that might affect the viability of this concept include the price and availability of hulls, and the demand for Reimagined Aircraft. That’s why it’s important that we thoroughly test the idea over the remainder of this year,” Baker said. AOPA has already been working with banks and insurance underwriters to confirm that the Re-imagined Aircraft can be easily financed and insured. The first “152 Re-imagined” will be on display in AOPA’s exhibit at AirVenture. You can learn more about the test program from AOPA President Mark Baker and Aviat Aircraft President Stu Horn at EAA AirVenture.

AVIATION

Although these are the first “Reimagined” Aircraft, the idea of using existing aircraft to create affordable training and recreational airplanes within our industry is not new. “It’s encouraging that other groups are looking for ways to make flying and owning an airplane both fun and practical,” said Baker. “Re-imagined Aircraft are one of the ways that AOPA can lead a wide range of aviators to their aviation fix.” For more information on how to get a 150 Re-imagined or 152 Re-imagined for a flying club, flight school or ownership group, contact Aviat at 307/8853151. AOPA will not sell or profit from the refurbishment of Re-imagined Aircraft, but will ensure that these aircraft can be acquired with competitive financing and insurance options through the AOPA Aviation Finance program and AOPA Insurance Services.

NBAA ESTABLISHES NEW WEATHER SUBCOMMITTEE National Business Aviation Association (NBAA) President and CEO, Ed Bolen, recently announced the formation of a new NBAA group focused on improvements in aviation weather information and flight safety. Among those on hand for the launch were Ed Bolton, assistant administrator for NextGen with the Federal Aviation Administration (FAA); Cyndie Abelman, manager of the Aviation Branch for the National Weather Service; Kevin Johnston, senior meteorologist, FAA Air Traffic Organization; and Bruce Carmichael, chairman of the NBAA Access Committee’s Weather Subcommittee.

“NBAA is pleased to launch this new Weather Subcommittee of NBAA’s longstanding Access Committee,” said Bolen, speaking at the Friends & Partners of Aviation Weather forum in Washington, DC. “NBAA wants to fully support the general aviation weather initiatives managed by the FAA and other government agencies, and to explore ways to improve current and predictive weather information.” Bolen said that a goal for the new subcommittee is to provide a mechanism for everyone in the aviation weather user community to discuss and find consensus with the FAA and National Weather Service on identifying and meeting the

most critical weather information needs of general aviation operators. “We will be reaching out to the broader aviation community – including government program managers, pilots, dispatchers, controllers, weather information providers, the research and academic communities, and others – to gain broad community perspective, collaboration, consensus and buy-in,” said Bolen. Bruce Carmichael, who serves as vice chairman of the NBAAAccess Committee and also on the National Center for Atmospheric Research, will chair the new Weather Subcommittee. John Kosak, of NBAA’s Air Traffic Services, will be the Association’s staff

liaison to the subcommittee. According to Carmichael, issues that the subcommittee will be working on include: how dispatchers, schedulers, crews, etc. work with probabilistic forecasts and deal with uncertainty; general aviation weather safety; flight-deck weather integration; quantification of benefits, or how accurate and/or timely forecasts benefit business aviation; and adverse winds and their impact on general aviation safety. “I’m sure that as we begin to engage more of our members, we’ll find new ideas and topics that are important to the NBAA community and general aviation operators as a whole,” added Carmichael.


August 2014

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Future Fuels Avgas is one of those things we love to hate. It’s expensive. It’s the last fuel in the U.S. to contain added tetraethyl lead. It’s controversial, and it’s absolutely vital to keeping some GA aircraft safely in the air. But now, thanks to joint PUK\Z[Y` NV]LYUTLU[ LɈVY[Z we’re well on our way to getting a replacement that meets the needs of the GA community. On July 1, the FAA closed a window to accept candidate fuels for [LZ[PUN HZ WV[LU[PHS YLWSHJLTLU[Z MVY H]NHZ 5PUL KPɈLYLU[ M\LSZ ^LYL accepted for consideration, and now the FAA will begin the process of evaluating them. The entire process is being conducted under the Piston Aviation Fuels Initiative (PAFI), which brings together the GA community, the petroleum industry, and the FAA. As a leading member of PAFI’s steering group, AOPA is making sure the potential replacement fuels TLL[ [OL YLHS ^VYSK ULLKZ VM WPSV[Z HUK [OL HPYJYHM[ [OL` Å` With the submissions closed, the next step is to look at all the proposed fuels and determine whether they can be produced and KPZ[YPI\[LK ^PKLS` \ZLK ZHMLS` HUK ZVSK JVZ[ LɈLJ[P]LS` (UK [OL` T\Z[ KV HSS [OPZ ^P[O [OL SLHZ[ WVZZPISL PTWHJ[ VU [OL L_PZ[PUN ÅLL[ Once it is determined that there are no show-stoppers based on [OVZL JYP[LYPH [OL TVZ[ WYVTPZPUN M\LSZ ^PSS IL ZLSLJ[LK MVY [OL ÄYZ[ phase of laboratory testing, set to begin in September at the FAA’s William J. Hughes Technical Center. The most successful fuels in those tests will then go on to full-scale testing in aircraft and engines. The goal is to have a viable replacement for leaded avgas by 2018. And because all the stakeholders are working together right from the start to make sure key issues and concerns are adequately addressed, that’s looking like an achievable goal. Finding a replacement for leaded avgas may not capture the imagination the way some issues do, but it is vitally important. And the way industry and government are collaborating to get it right is a TVKLS MVY OV^ ^L JHU LɉJPLU[S` HKKYLZZ JOHSSLUNLZ MHJPUN .( (UK that makes this milestone one worth celebrating.

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President & CEO, AOPA

*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HɈLJ[ `V\Y Å`PUN NV [V www.aopa.org today.


In Flight USA Celebrating 30 Years

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August 2014

The Greatest Show On Turf

The Westland Lysander. Continued from Page 4 squadron of Mosquitoes on a dangerous mission to blow up an enemy factory. Pilot, Mike Spalding, paraded the twin Rolls-Royce Merlin 25 powered Wooden Wonder above the show line and later paired up with the P-38 giving the crowd a once-in-a-lifetime photo opportunity. The third rare airplane to be featured in the show was the Canadian Warplane Heritage Museum’s Westland Lysander. This aircraft made its way back in the air in 2009 after a lengthy restoration and is painted in a black and yellow bumblebee paint scheme of a BCATP air gunnery target tug. Pilot, Rick Richards, described flying the Lysander as both “weird and wonderful.” The show also featured an abundance of aerobatic performers, including Rob Holland and his MXS/RN Carbon Fiber Monocoque, John “Skipper” Hyle with his Harvard Mk.4, Andrew and Eric Boyd in their Pitts Specials, and Mark Mruph’s D-Model Mustang nicknamed Never Miss. But the hands-down crowd favorite was Scott “Scooter” Yoak’s performance in his beautiful North American Aviation P-51D Mustang known as Quick Silver. This airplane shines so bright that one spectator described Quick Sliver as aviation jewelry. Yoak flew over the field at high speed and then directed his pony skyward for its scheduled aerobatic maneuver. On the ground, one could hear the air passing over the Mustang’s gun ports, which produce a characteristic whistling sound similar to the type made by blowing air across the opening of a Coke bottle. Tom Duffy’s B-25 Take Off Time was the lone bomber to perform in the show. Duffy and his crew made a perfect bomb run over the wheat field adjoining the airshow line as it navigated around an impressive fireworks display simulating an enemy flak barrage. With bomb bay doors open, Duffy’s Bombardier pickled several bombs – in the form of lager

(A. Kevin Grantham)

BIRD biplane.

(A. Kevin Grantham)

Jerry Yegan’s de Havilland Mosquito. (A. Kevin Grantham) watermelons – as pyrotechnics exploded on the ground, giving the crowd the sensation of heat and thunder. One of the most historic reenactments during the show featured the Liberty Jump Team parachuting from the Museum’s C-47, which is a D-Day veteran that carried the call sign W7 or Whiskey 7. This historic aircraft had, just days before, returned from France where it participated in the 70th anniversary celebrations of the allied invasion of Normandy. The Liberty Jump team members, dressed in period combat gear, boarded the C-47 and performed staticline parachute demonstrations in honor of the brave soldiers of the 82nd and 101st Airborne Divisions who were dropped behind enemy lines in support of the oncoming allied offensive in France. There were also many additional attractions on the field, including vintage flying machines, automobiles, motorcycles, and military vehicles. (Our authors marveled at the 1963 split-window Corvette Stingray and the 1967 fast- back Mustang, powered by a 290 cubic-inch engine). The oldest Bird Aircraft CorporContinued on Page 18


August 2014

www.inflightusa.com

AOPA ISSUES CALL FOR AIRPORTS REGIONAL FLY-INS Following on the success of its 2014 regional fly-ins, the Aircraft Owners and Pilots Association (AOPA) recently issued a “Request for Airport Proposal” for its series of regional fly-ins for 2015. Fly-ins offer AOPA members and the public a chance to gather at a local airport on a Saturday to socialize with fellow pilots and aviation enthusiasts, talk to aviation vendors and view display aircraft, participate in clinics and educational forums and eat great food. Each fly-in also includes a Pilot Town Hall hosted by AOPA President Mark Baker. “We’ve had a fantastic turnout by our members at our fly-ins this year, with a resounding call for more of the same in 2015,” Baker said. “The airports we’re visiting in 2014 have been great to work with and we are thankful for their support of AOPA and general aviation. We are now taking what we’ve learned this year and inviting other airports interested in partnering with us to let us know about the opportunities at their fields. “I could not be more excited about embarking on another year of engaging with members and the public at some of

LAS

the best general aviation airports in America.” Each fly-in 2014 so far has drawn more than 2,000 participants, more than 400 aircraft and 900 vehicles. AOPA has hosted three fly-ins in 2014, with four more scheduled through November. AOPA’s “Request for Airport Proposal” (RFP) includes both required and desired criteria to help host an AOPA Fly-in. Proposals are due on Sept., 19, 2014. AOPA is looking for airports with a minimum of two runways, ample aircraft and automobile parking, event space, a nearby “reliever” airport that can handle overflow airplane traffic and an active general aviation community from which to draw support and volunteers. Added benefits include turf areas for aircraft camping, turf runways and available floatplane landing and mooring facilities, availability of on-airport restaurant or other food and beverage options such as local food trucks or mobile caterers, and on-field entertainment such as museums. So far in 2014 AOPA has hosted fly-

11

TO

HOST 2015

ins in San Marcos, Tex., Indianapolis, Ind., and Plymouth, Mass. The fly-ins will continue Aug. 16 at Spokane, Washington’s Felts Field Airport (KSFF), Sept. 20 at the Chino, Calif., Airport (KCNO) and Nov. 8 in St.

Simons, Ga. (KSSI). On Oct. 4, AOPA will celebrate its 75th Anniversary with a Homecoming Fly-in at its Frederick, Md. headquarters (KFDK).

P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254 Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor..........................................................................................Annamarie Buonocore Production Editors ..............................................................................Anne Dobbins, Toni Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen Staff Contributors..................................................................................................S. Mark Rhodes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Web Design ..................................................................................................................Josh Nadler In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.

Lafferty Aircraft Sales, Inc. 46 Years Experience • Sales • Brokerage • Acquisitions

1999 BEECH B36TC BONANZA

1978 BEECH 58 BARON

3083 TT, 1396/1396 SMOH, dual Garmin 430, dual GTX-327, FlightMax 750 MFD, C-IV AP/FD, VG's, winglets, intercoolers, unfeathering accumulators, fuel computer.

2250 TT, 455 SMOH, Garmin 430 IFR, Garmin GMX-200 MFD, GDL-69A data downlink, WX-1000 stormscope, KFC-225 AP/FD/preselect.

5115 TT, 726/121 SFRMN, Collins Microline, KLN-90B GPS, FlightMax EX-500 MFD, radar, KFC-200 AP/FD, boots, alcohol props & windshield, GEM, 406 ELT, 6-place intercom.

1979 BEECH A36TC BONANZA

2000 GRAND CARAVAN W/ BLACKHAWK CONVERSION

1978 B60 DUKE

3490 TT, 1277 SMOH, 179 STOP, Collins Microline, Garmin 500 GPS, radar, stormscope, C-IV AP w/yaw damper, Turbo Plus intercooler, Scimitar hot prop, GAMI, VG’s, D’Shannon baffle system.

1983 MOONEY ROCKET 2630 TT, 560 SMOH, 16 STOP, Garmin 750 & 650 GPS/Com/Nav/MFD, PMA-8000T audio panel, KFC-200 AP/FD, fuel computer, speed brakes, oxygen, New Paint & Interior.

929 TT, 187 SNEW on engine conversion, Garmin G-600 PFD/MFD w/synthetic vision, GNS-430 WAAS, RDR-2000 vertical profile radar, King EGPWS, active traffic, KFC-150 AP w/FD/altitude alert & preselect/vertical speed hold/GPSS roll steering, known ice, cargo pod, hi gross kit.

1985 TURBO 182RG 2260 TT, 615 SFRMN, GNS-430 WAAS, MX-20 MFD w/terrain, weather & traffic, GTX-330 mode S xpdr w/TIS, radar, STOL, hot prop & windshield, Shadin fuel/airdata computer, oxygen, flap gap seals, Bose interfaces

1983 B36TC BONANZA 3753 TT, 554 SMOH, GNS-480 WAAS, GMX-200 MFD, GDL-69A data downlink w/XM weather & music, radar altimeter, altitude alert & preselect, KFC-200 w/flight director & yaw damper, oxygen, standby gyro, standby alternator, fuel computer, GEM.

1966 BEECH DEBONAIR 5365 TT, “0” SMOH, Garmin 430W, MX-20 MFD, STec 50 AP/FD w/roll steering, 406 ELT, PM-3000 intercom, PXE-7300 MP3/CD/AM/FM player, windshield & windows replaced 2002.

Telephone: (408) 293-5352 • Web: www.Laffertyair.com • E-mail: sales@Laffertyaircraft.com San Jose International Airport


In Flight USA Celebrating 30 Years

12

August 2014

THE 434TH AIR REFUELING WING RELOCATES TO GRISSOM AIR RESERVE BASE

A 434th Air Refueling Wing KC-135R “Stratotanker” with refueling boom extended during a recent mission to refuel a C-17. The 434th ARW is stationed at Grissom Air Reserve Base near Peru, Indiana. (Mike Heilman)

By Mike Heilman he 434th Air Refueling Wing based out of Grissom Air Reserve Base needed to temporarily relocate the unit’s 16 KC-135R refueling aircraft for six weeks for a $3.2 million runway improvement. The Air Force Command found a perfect place only three hours from the current home of the 434th in Peru, Ind. to Wright-Patterson AFB in Dayton, Ohio. The 434th planes and crews moved into available space on the Wright-Patterson’s home unit of the 445th Airlift Wing. The 445th Airlift Wing flies the C17 “Globemaster III” heavy lifter. In January 2011, the unit began transitioning from the C-5 “Galaxy” to the C-17. The 445th wing completed the transition in February 2012 and achieved full operational capability in the C-17 mission early in 2013. Wing Commander, Colonel Jeffery McGalliard explains the unit’s transition: “In past missions this used to be an F-16 wing. Then we flew C- 141s for a while. We were the last wing to operate the C-141, retiring them in 2005. We had a short transition to the C-5. We had very old airplanes here, we had a lot of maintenance problems and no one was sad to see those (C-5s) head off as we got the new jet (C-17).” Col. McGalliard explains how he feels about the C-17: “I can’t hardly walk up to this airplane without getting excited about it every time I fly it. It is an amazingly capable aircraft.” McGalliard went on to explain the uniqueness of the C-17. Continued on Page 13

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The C-17 with Tail markings from Altus and March AFB are Extended Range jets used to fly missions to Afghanistan. The Extended Ranges C-17 carries about 65,000 more pounds of fuel than the standard jet. (Mike Heilman)

C-17s from the 445th Airlift Wing sitting the ramp at Wright-Patterson AFB in Dayton, Ohio. The C-17 with Tail markings from Altus and March AFB are Extended Range jets used to fly missions to Afghanistan. (Mike Heilman)


August 2014

www.inflightusa.com

13

The 434th Air Refueling Wing 2014 CESSNA CITATION M2

sn: 525-0811, 31 hours TT since new! Garmin G-3000 w/700AFCS. TCAS II, TAWS-A w/windshear, Garmin Surface Watch, Synthetic Vision (SVT), XM Weather, WX-1000E Stormscope, Electric W/S, fwd lowboy cabinet, airstair cabin entry, 1200W inverter.This brand new ‘M2’ is available for immediate inspection and delivery. .........................................$7.95M

1968 BEECH BARON D55

Major William Sterling goes through his C-17 pre-flight checklist before a recent training mission. (Mike Heilman) Continued from Page 12 “This thing was designed by the same engineers that put together the McDonald Douglas F-15 and F-18 fighters before Boeing bought out McDonald Douglas. It literally flies like a 500,000-pound sports car. There is no other large airplane built anywhere that flies like this. It is an amazing piece of engineering.” The 445th Airlift Wing has nine C17s assigned and are tasked with a number of missions. The 445th two major mission components are moving of personnel and cargo, along with transporting wounded personnel to anywhere in the world. The caring for wounded in flight is assigned to the Aeromedical Staging Squadron, as Col. McGalliard explains, “The Aeromedical Staging Squadron has a unique mission. On the battlefield, they receive patients and prepare them for transport to beyond theater on the aircraft. This is the Air Force version of M*A*S*H*. They are very capable and very proud medical folks, and they are a lot of fun to be around.” McGalliard explains the second major component of the wing: “In the operations group, we have the one flying squadron that operates the C-17s. We have nine aircraft assigned to us and at any given time, one or two are in heavy maintenance, so they are not all on the ramp. We operate missions down range to Afghanistan every week. It is rarely the case that very many airplanes are here because we stay really busy.” On a recent mission to Afghanistan, Col. McGalliard explains what happens: “We have channel missions that move cargo to Afghanistan. On one of our channel missions, while on the ground in Bagram at the last minute, there was remisContinued on Page 14

3033 TT SMOH, 1678 SMOH Eng#1, 779 SMOH Eng#2, MX-20 MFD, KCS55A HSI, Apollo M3GPS-Approach, STBY Att Gyro, Sigtronics I/c (4 Pl) ..................$74,500

2012 NEXTANT 400XT

Members of the 445th Aeromedical Staging Squadron prepare patients for a recent training sortie aboard the unit’s C-17. (Mike Heilman)

3750 TT, 3491 Landings, 680/680TT since New Engines- Williams FJ44-3AP, 584/584 Cycles, Rockwell Collins Pro Line 21 System, (w/four LCD Adaptive EFIS Displays). The lowest time Nextant 400XT in the fleet!..CALL FOR PRICE

2006 AMD ZODIAC CH 601 XL 535 hrs TT since new. DYNOIN D10, NAV COM KX155/VOR 208, TRANS GARMIN 327, GPS 196, PM 1000/ Intercom, Two Person push to talk. Electric Trim, Full Gyro Panel .........................................................$53,500

2005 EVEKTOR SPORTSTAR 308 TT, 308 TT Engine, 308 TT Propeller, KY97A Com, KMD 150 GPS, KT 76A Transponder w/Incoder, 2 Place Panel Mounted Intercom, Vertical CompassCard, ELT Model AK-450, Koger Sun Shade, Electronic Tachometer, Wheel Fairings, Useful Load 630, NDH, Complete log books since new...............$72,500

1977 CESSNA 340A ‘RAM SERIES VII’

During aerial refueling the boom is extended from theKC-135R to the receiving C1-7 aircraft. The two aircraft are less than twenty feet apart. (Mike Heilman)

4599 TT, 333/333 SMOH on RAM 335 HP engs. 333/333 on factory new Hartzell ‘Scimitar’ props. Known Ice (recent boots). King digital IFR with KMD-850 MFD w/IHAS8000 EGPWS & TAS. SANDEL EHSI, King ART-2000 Color Radar, KLN-94 GPS, Strikfinder, Insight EGT/CHT, Shadin FF, 400B IFCS AP/FD w/YAW, S-Brakes, 183 gals, Fac A/C, Intercoolers + much more! Nice P & I. Northern Nevada last 30 yrs. Ready for immediate inspection and delivery. ...$259,500

1947 PIPER PA-12 ‘SUPER CRUISER’ Three Place Classic with only 969 hours total time since new! 21 hours since complete airframe restoration. 21 hours since engine overhaul: Lycoming O-290-D2 135 H.P.! NARCO 120 COM, 150 TXP w/Enc, Cleveland W&B. Optional Electrical System. Complete & Original Logs – Including original Test Flight on 1-27-1947. Fresh annual inspection. An incredible value! .....................$59,500

Call for info on recent arrivals. Whether buying or selling, Sterling gets results. Let Sterling make your dream of ownership come true! STERLING AIR, LTD. takes pride in offering members of the general aviation community the following selection of professionally tailored services: • Aircraft Sales • NAAA Certified Appraisals • Computerized “MLS” • Aviation Consulting – Cost Effective Analysis FREE – NAAA Certified Aircraft Appraisal and National “MLS” Listing, in return for your consigned aircraft!

A view of a 434th Air Refueling Wing KC-135R from the cockpit of a C-17. The C-17 from the 445th Airlift Wing is based at Wright-Patterson AFB in Dayton, Ohio. (Mike Heilman)

Call 800-770-5908 • 775-885-6800 www.sterling-air.com 2640 College Parkway • Carson City, Nevada 89706 Bill Drake • Steve Lewis


In Flight USA Celebrating 30 Years

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HANGARS

August 2014

The 434th Air Refueling Wing

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The 445th Airlift Wing flew their last C-5A mission on Sept. 28, 2011. The unit transitioned to the C-17 that same year. This heavily used C-5A from the 445th AW was on static display at the 2010 Dayton Airshow. (Mike Heilman) Continued from Page 13 sion to bring (POW) Staff Sgt. Bergdahl out of Afghanistan and back to a hospital in Germany. That mission was flown by a C17 crew based at Wright-Patterson.” On the ramp at Wright-Patterson, there are C-17s with tail codes of March and Altus AFB. These C-17s are extended range aircraft on loan to the 445th because they have extra fuel cells. This allows the C-17 to fly longer distances without refueling. C-17 pilot, Major Frank Saul explains, “The C-17 normally carries 180,000 pounds of fuel, which is about nine hours of flight time. The ER (Extended Range) C-17 carries 245,000 pounds of fuel. We use the ER C-17 on our missions to Afghanistan.” Col. McGalliard explains that even the extended range C-17 still takes on a lot of fuel. “It is not unusual for an airlifter to take on 80,000 to 100,000 pounds on a single load depending on the mission. If we take off from WrightPatterson to Afghanistan, that would require two or three air refueling stops and those are pretty big on loads.” The relocation of the 434th Refueling Wing to Wright-Patterson AFB has provided both units a unique opportunity to train together. This opportunity also allows the crews to mission brief together. It is very rare that flight crews know the crew of their refueling aircraft. In fact, in most cases, they do not communicate with each other until they are on the mission. The crews agreed that it is great to be able to do that, but it is not the norm. KC-135 pilot, Capt. Benjamin Strader explains, “It is rare that we know the crew, but the training we get on both sides is fantastic. We know when we show up at a point in space at a certain

Members of the 445th Aeromedical Staging Squadron prepare patients for a recent training sortie aboard the unit’s C-17. (Mike Heilman) exact time, we know they are going to be there at the right altitude. It is the same procedure every single time, and it takes a lot of the risk out of it.” In Flight USA was recently invited to take part on a combined three-hour training sortie with the 445th and 434th. The mission involved an aerial refueling and airborne training platform for the Aeromedical Staging Squadron. The mission plan called for the C-17 and KC135R to take off from Wright-Patterson and fly to a refueling track over Kentucky. The sortie plan was for the C17 to take on 20,000 pounds of fuel with multiple hook ups and the KC-135R, so the C-17 pilots could practice flying behind the tanker. Once the C-17 was airborne, the 17member Aeromedical Staging Squadron began their training. The unit trained for moving and loading casualties, in-flight emergencies, and patient care. Once the refueling began, all of the Aeromedical Staging Squadron members had to sit down because the C-17 moves around a lot during the refueling process. Col. McGalliard explains, “In the C-17, we Continued from Page 16


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The 434th Air Refueling Wing Continued from Page 14 push out a tremendous bow wave of air that moves the tanker around. What makes our aircraft difficult to refuel is that we are so agile inside the envelope. We move very quickly compared to the other big aircraft and so we can have a more dramatic effect on the tanker.” Master Sgt. Christopher Nack, airrefueling instructor with the 434th, commented, “The KC-135 pilots and boom operators and the C-17 pilots and loadmasters all train at the same base in Altus Air Force base in Oklahoma. Boom operators are routinely refueling the C-17, so when we graduate out of school, we are pretty much up to speed on the C-17. It is a difficult plane to refuel because of that bow wave.” Nack also commented on the mission, “The crews on the C-17 today were spot on. I haven’t seen C-17 crews that smooth in a while. It is not always like that.” Col. Doug Schwartz, 434th Wing Commander, discussed the refueling process from the KC-135R crew perspective. “A lot of the success is due to the stable platform they provide on airspeed, on altitude and not going up and down. That makes it easier if you are the receiver. The boom operator is key to that too. If it is at night, in weather, or kind of rough out, they are talking all the time. I can tell you that I have been on the other end of that when the sweat is pouring off of me at night in the weather, in and out of clouds, and the boom is whipping around. That is when you really rely on these guys to talk you in to the contact position. It is not an easy task.” C-17 mission instructor, pilot Major Frank Saul, summed up the mission, “It is pretty impressive when you think about it. We do this on a regular basis, so it is normal for us. But at the end of the day, we take two fairly large aircraft that are taking off from two different points and end up at the same point in the sky. We take on gas at 14 feet apart and then separate from each other, and we continue our missions. We can top off our tanks in about 20 minutes and fly non-stop anywhere in the world.” The mission also allowed each of the unit’s commanders to fly with the other wing’s aircraft and have a chance to see their missions from a different perspective. Col. Schwartz was impressed. “I have never been up front in a C-17. The windows are great. You can just see

The 445th Airlift Wing flew their last C-5A mission on September 28, 2011. The unit transitioned to the C-17 that same year. This 445th AW C-5A is doing touch-andgo practice at Grissom Air Reserve Base in Indiana in 2010. (Mike Heilman) everything. I could almost see the boom hit the receptacle. It was a whole different perspective.” The airframe of the KC-135R aircraft that flew on the training sortie was built in 1957. The condition of the 434th aircraft makes the aircraft look brand new according to Master Sgt. Nack. “They are generally taken care of by the Guard and Reserve, but you can tell the difference that Grissom has some pretty nice airplanes. Major William Schneider added, “I think I have flown in every single 135, and I can say honestly that Grissom’s is probably the best of entire Air Force.” The 434th is the largest refueling wing in the Air Force Reserve command. The KC-135R can carry just below 200,000 pounds of fuel. Capt. Strader explains, “In combat situations, we are orbiting in certain areas. We are there at the mercy of the aircraft that we are supporting. We are waiting on call for aircraft that need fuel. We will spend a lot of time over in theater setup in orbit. Multiple receivers come up and get gas. We can be there 12 hours at a time depending on the size of aircraft we refuel.” Grissom ARB is only one of five stand-alone Air Force Reserve Command bases in the nation. The base opened in 1942 as Bunker Hill Naval Air Station. It served as a Navy flight training base during World War II. Baseball star, Ted Williams, trained at Bunker Hill during that time. The base closed after the war and then reopened in 1954 as Bunker Hill Air Force Base. In 1968, the base was renamed Grissom AFB, after Indiana native, Lt. Colonel Gus Grissom, who was killed in the tragic Apollo 1 fire. In 1994, the active duty unit was deactivated, and the base was realigned with Air Force Reserves Command.

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August 2014

Contrails

www.inflightusa.com

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by Steve Weaver

COLLECTING ALUMINUM he summer of 1969 I was teaching flying to dozens of students from all stripes of life at our small school located in the bucolic little Central West Virginia town of Buckhannon. We had them coming to us from miles around, attracted by our aggressive advertising and by the really low rates we were charging. We were using Cubs and Champs for the basic part of the curriculum and a well-used 172 for the instrument portion of the syllabus. Our rates were about half that of the surrounding airports, since almost all of them were either Cessna or Piper dealers, and they were using new airplanes in their flight school. These of course had much higher operating costs, and as I recall, we were charging $12 per hour dual for the Cub and Champ and $17 for the 172. I like to think too that it was also the “all little airplanes all the time” atmosphere at our tiny sod airport that was a draw to our aspiring birdmen and women. It hadn’t been that long ago that I was on the outside of aviation looking in, and I still remembered my experiences, both good and bad while breaking in to the flying game. I wanted our little school to incorporate all the positive things that had encouraged me when I was a fledgling. I tried hard to emulate the great people who had welcomed me into aviation and helped me feel that I was becoming a participant and not an outsider. I made an effort to put the prospective students that at ease and help them illustrate that they too could become flyers. On the other hand, I felt there had been too much made of the myth that pilots are supermen and that “Right Stuff” was needed in great quantities to become a pilot. I tried to frame flying in the most simple and common terms, and with the new pilots that we were producing, I soon had plenty of “ordinary human” new pilot examples that I could use to prove my point. As my list of fresh Private Pilots grew, some of them began to ask me to help them find an airplane to purchase. Without realizing it at the time, this was my first exposure to what would become my lifelong career in aviation sales. I guess the short view would have been to discourage these purchases in order to keep the pilots renting our airplanes, but I felt strongly that activity would breed activity and I was determined to repopulate the airport, which only had three based aircraft upon my

T

arrival, after its long, slow fall from an active post WWII flying field. I made a standing offer to accompany anyone anywhere at no cost to help him or her bring home the airplane that he or she had purchased. This led to a whole raft of interesting adventures. One adventure was accompanying a new pilot named Bill to an airport about 70 miles south of us to pick up a Piper J5 that he wanted to buy. Bill was a WWII Air Corps vet who had crewed on a B-17 with the eighth in England, and he had been a really fast study in learning to fly. On a Tuesday, we flew down to the little mountaintop airport in the J-3 to inspect and possibly buy the J-5. It turned out to be a solid but rather ugly little ship, but it was fine for its intended use, and soon the transaction was completed, and we were ready to depart. Of course Bill wasn’t checked out in the J-5 yet, so the plan was for him to fly the Cub home, and I would fly the J-5 with him following. On takeoff, I was surprised at the high RPM’s that the J-5 made, and I realized that it was fitted with a very finely pitched climb prop. Sure enough, once

level and trimmed for cruise, it proved to be even slower than the Cub. How can anything be slower than a Cub, I thought? I had planned to lead Bill back, keeping an eye on him and making sure he could keep me in sight, slowing down when he lagged behind. Now he used his superior speed to fly formation on my wing – really close formation on my wing. I had a 30-hour student tucked in on me like we were on our way to bomb Hamburg and I couldn’t do anything about it. I couldn’t outrun him, and my frantic motions and fist shaking had no effect on either his proximity or the smile on his face. I dove. I ended my screaming dive just above the treetops, and when I looked to my right, there was Bill, still in exactly the place he had been before. As I shakily climbed back to altitude, I realized that this student pilot knew more about flying formation than I did, his knowledge absorbed in the hundreds of hours of observing his Flying Fortress in formation with hundreds of others. Then there was Dale, a student with a fresh Private License, who had purchased a Luscombe 8E in Western

Kansas, and he asked me to help him bring it back to West Virginia. We located the little town of Ulysses where the airplane was located on a ranch strip, not far from the Colorado border and about 60 miles from the city of Liberal. Oneway tickets to Liberal were purchased and on Monday morning, we were winging our way westward, armed with a cashier’s check and the myriad of sectionals that bridged the distance between the airplane and home. Arriving in Liberal in the mid afternoon, we took a cab to the bus station and asked when the bus to Ulysses would be leaving. What? There’s no bus service to Ulysses? My planning had left something to be desired, and I had failed to confirm this small detail. It didn’t matter. We would just hitchhike. It would probably be faster at any rate, and we’d save the fare. Hours later, now fully dark, we were walking on a road so straight we could Continued on Page 18

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Contrails: Collecting Aluminum Continued from Page 17 see the headlights of an approaching car topping a distant rise a full 30 minutes before it blew by us, doing a steady 60 or 70 miles per hour. The really discouraging part was that traffic was averaging about three cars per hour, and often we did not see more lights in the time it took the most recent car to reach us. That meant that even if we saw the lights of another car now, it would be a half hour until it reached us and no doubt passed

us. I revised my opinion of hitchhiking as low cost transportation. I had never seen a road so desolate and bereft of anything man made. There was the road and there was the fence, and everything else was just as it had been created. There were jackrabbits the size of small dogs and tumbleweeds that bounced by us, riding the night breeze to somewhere else. The sky hanging over the flat landscape seemed immense and primordial, and we felt very small and

unnecessary as the hour grew later, and we walked this strange road in the starlight. Around midnight, we saw the dim lights of a ranch house standing a quarter mile or so off the road. This was the first sign of human habitation that we’d seen in hours, and though it was very late and the house showed every sign that the occupants were slumbering, we decided that our only chance of not dying out there on the prairie was to try to cage a

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ride from the rancher. We made our way up the long drive and knocked on the door. The next second, the door suddenly swung in and I was staring into the barrel of the biggest six shooter I’d ever seen outside of the movies. The rancher turned out to be a nice guy and saddened enough by our tale of woe that we were able to hire him, despite the late hour, to drive us on into Ulysses. The Luscombe turned out to be a jewel when we inspected it the next morning, and we were soon flying east in it. I’ve always remembered something about this trip that I use as a benchmark of how much the world has changed in the near half century since the trip to pick up the Luscombe. When I got home, I told my girlfriend that I had seen something in Kansas that was hard to believe. I said that I had seen a woman driving a pickup truck. “Oh my” my girlfriend said.

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Scooter Hoak and his Quick Silber P-51 (Kevin Grantham) Continued from Page 10 ation (formerly Brunner-Winkle of Brooklyn, NY) biplane (ATC# 101/ BIRD A, S/N 1002) was at the show. Many barnstormers used this type of aircraft during the late 1920s and 30s. Last, The Great War Flying Museum, operated by the Ontario Aviation Historical Society, brought their Sopwith 1-1/2 Strutter, Fokker Dr 1 and Nieuport 28 to Geneseo and gave the public a spirited World War I airpower demonstration. The Geneso Airshow is not necessarily known for the volume of airplanes it attracts but is more recognized for the quality of aircraft that come to the show each year. Couple that with a very friendly staff that has the honor of working on one of the most beautiful airfields in the world, and you have the makings of a world-class airshow. If you are thinking of coming east next summer, book this link on computers (http://www.1941hag.org/) and make plans to be part of The Greatest Show on Turf.


August 2014

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THE NEXT GENERATION By Ehsan Mirzaee Student Pilot he United States aviation development system started by the Federal Aviation in 2003 is known as NextGen. Noticing the scale of the project and its significant impacts on the global aviation; we discuss some of the latest approved developments in this article. It is worth mentioning that another similar project called “SESAR� is under development simultaneously in Europe. The overall health of the United States economy is highly dependent on aviation industry. In 2009, the aviation industry produced about one and threetenth of a trillion dollars in the U.S. annual income. This industry has created a lot of jobs and opportunities. Due to economic recession facing America today, it is necessary to enhance this economical engine. NextGen plans to use technology and proper instructions to enable airliners and the owners of aircrafts to burn less fuel, have a better operational performance, and compete more effectively. The central idea of NextGen is to integrate traditional and modern technologies, policies and procedures to reduce delays, fuel consumption, air pollution and establish a safe flight. This project has brought considerable benefits and will continue to cause benefits in the future. This system not only aims the airports, airspace and the aviation of the U.S., but will also contribute to the world of aviation all around the universe. The year 2011 was a busy year for NextGen especially to continue to implement infrastructures of the ground facilities of ADS-B system. More than 300 ground stations became operational in 2011 to cover a satellite-based monitoring in the east and west coasts of the Gulf of Mexico, and many parts of the areas near the borders of Canada. It is predicted that until the beginning of 2014, we will have about 700 operational stations. As promised by the FAA, a lot of arrival and departure charts, high altitude and low altitude airways have been published. These charts are designed according to Performance-Based Navigation (PBN), which eases the air traffic management and has more flexibility. In the airspace, access to general aviation airports, improvement of the regional satellitebased navigation (WAAS) and also arrival approach charts with the possibility of LPV (localizer performance with vertical guidance) are all the products of this system. In the year 2011, more than 354 WAAS LPV arrival approach charts were published. Moreover, the improvement of

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U.S. AIR TRANSPORT SYSTEM

the system designing in two major urban areas (Washington and Northern Texas) and its completion in three years is noticeable. There have been great achievements considering the reduction of air pollution and innovation regarding the fuel of civil aircrafts. The International Standards Organization has approved the use of renewable biological jet fuel. NextGen has brought a lot of advan-

tages for the airspace users, environment and the economy of the U.S. It is predicted that this project can reduce airline delays by 38 percent between now and the year 2020. The fact of the matter is that this amount of reduction in delays will cause about $24 billion of financial benefit. On the other hand, we can expect the reduction of 14 million tons of carbon dioxide and 1.4 billion gallons of fuel

consumption by 2020. To accomplish these objectives, the Federal Aviation Administration (FAA) must cooperate with all of the beneficiaries. The basic expectations of the FAA from the airliners, airports and related agencies are constant and require fundamental reforming of every single phase of flight. ADS-B and PBN all enhance the safety, saves time Continued on Page 20


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EAA APPLAUDS SECOND PILOT’S BILL OF RIGHTS BEING DEVELOPED IN U.S. SENATE EAA Spearheaded Enforcement Language Initiatives for the New Legislation

EAA is applauding U.S. Sen. James Inhofe (R-OK) for introducing the Pilot’s Bill of Rights 2, which would further protect and promote general aviation activities in the United States. Sen. Inhofe, a longtime aviator and EAA member, unveiled draft legislation on June 30 to build on the foundation established in 2012 when his initial Pilot’s Bill of Rights was signed into law. The new proposal would specifically address such issues as pilot medical certification reform, unannounced searches of private aircraft by federal authorities, simplified processes for certifying and installing safety-enhancing equipment on general aviation aircraft, and numerous protections and due process improvements for pilots, aircraft owners, and other FAA certificate holders who find themselves subject to an FAA enforcement action. Sen. Inhofe is releasing his draft bill for review and comment by the aviation community prior to introducing a final bill after the summer recess. "The Pilot's Bill of Rights 2 will continue and expand on the improvements that were accomplished just two years ago with the original Pilot's Bill of Rights,� Sen. Inhofe said. “Input from the aviation community is essential to addressing the

needs of aviators and industry alike. I look forward to working closely with stakeholders to develop a final product and ensure this vital piece of legislation makes necessary reforms, cuts red tape, and is signed into law.� EAA was a leading GA organization that helped Sen. Inhofe and his staff identify key issues to be addressed in the new bill, and refine legal language and interpretations in the legislation. Many of the provisions came directly from EAA member feedback and the hard work of EAA’s Legal Advisory Council, whose expertise in FAA enforcement proceedings led to many of the proposed reforms to the enforcement process. “This legislation would further enhance the pilot and general aviation reforms in the first Pilot’s Bill of Rights, designed to support and grow the ability for people to participate in flying,� said Jack Pelton, EAA chairman of the board. “We are pleased to have worked with Sen. Inhofe and his staff to identify several key issues that are addressed within this bill, which would ease burdens on average Americans who participate in flying.� Sen. Inhofe planned an update briefing on the proposed legislation during Continued on Page 22

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Continued from Page 19 and fuel and reduces sound pollution. One of the fantastic aspects of NextGen is its possibility of accepting and controlling much more flow of traffic and also commencing commercial flights to the space. As you see, these new programs, which are demonstrated and predicted in NextGen for the future, will definitely require a professional management system to reduce their dangers. The new procedures, new systems, new methods, new technologies and new inventions are all necessary for a successful executing of the NextGen program. NextGen improvement depends heavily on the cooperation of all related parts, including safety specialists, airports, politicians and air traffic officials under the supervision of the FAA. NextGen has a great potential to introduce new performances to the national airspace. Using

parallel runways together with a better performance comparing to the present is also one of the areas of concern. It is scheduled to design and operate a system, which allows the airborne aircrafts to know the necessary information about the special areas such as prohibited areas, restricted areas, danger areas or caution areas if they have one of them on the way ahead. ADS-B is another matter of attention in NextGen. Improvement in controlling more aircrafts with less risk, better flow of arrival air traffics and also controlling the aircrafts on the ground using ADS-B is all practical from the NextGen point of view. At the end, it is clear that the FAA will not give up this project though facing different problems on the way of planning, designing and operating and know NextGen as a rescuer of the future aviation with great performances.


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AOPA elcome to the blue skies and green forests of the central Pacific Northwest. Spokane, Wash.’s Felts Field is situated along the Spokane River and flanked by rolling hills dotted with pine and fir trees. This historic airfield began in 1910, welcomed Charles Lindbergh in 1927, once served as the city’s municipal airport, and is now home to an active general aviation community that is anxious to welcome visitors to AOPA’s fourth 2014 flyin on Aug. 16.

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Spokane’s Felts Field has a little bit of everything for the aviation enthusiast. The historic airstrip features beautifully renovated terminal and hangar buildings, a 4,500-foot-long runway, 6,000-foot seaplane landing area, delightful diner serving breakfast and lunch, and is home to renovators and collectors of historic aircraft.

At home with History Felts Field is one of the first airstrips established in the West. Aviation started there in 1910 with Curtiss biplanes flying, and early airplanes there included a Curtiss Pusher flown by Cromwell Dixon, billed as the nation’s youngest pilot at that time. He was the first to fly across the Continental Divide and died in a crash in Spokane in 1911. The first airmail and commercial flights began there and Felts Field was distinguished as the home of the 116th Observation Squad of the Washington Air National Guard. Most of the airfield’s original buildings have been restored. The hangar that once served the 116th Squadron is owned by the Spokane Turbine Center and leased to Moody Aviation Maintenance training school. You can see the squadron’s insignia – an ace of spades with a dagger through the center – still on the outside of the building.

Spokane, Washington’s Felts Field is situated along the Spokane River and flanked by rolling hills dotted with pine and fir trees. The airport terminal building was constructed in 1932 and is listed on the National Historic Register. A 40-foot-tall art deco clock tower sits on a 14-squarefoot base near the terminal building. It is dedicated to Nick Mamer, who set a world record for nonstop distance in Spokane Sun-God, a Buhl CA-6 sesquiplane–and developed practices that established the basic technique used in today’s in-flight refueling procedures

Natural Wonders On the south bank of the Spokane River, four miles from the city center, Felts Field sits comfortably amid the Pacific Northwest’s natural wonders. Across the river from Runway 3L/21R is the 300-foot-tall Minnehaha Rocks, frequented by rock climbers and hikers. Spokane is named for its Native American tribe “Children of the Sun� who made their home along the Spokane River. The Spokane Falls offered abundant salmon runs. The majestic Spokane River Falls today are spectacular, especially in the spring as runoff and high water crash over the indigenous basalt rock formations. Gondola rides are offered along the falls.

At the Fly-In EAA Chapter 79 is an active group at Felts Field. Its recently refurbished hangar will be open to visitors, and the chapter will host the fly-in breakfast. Food trucks from the Spokane area are expected to feed hungry fly-in attendees at lunch.

Bill of Rights Continued from Page 20 EAA AirVenture Oshkosh 2014. AirVenture grounds. EAA will continue to serve as a resource for legislators and policymakers

on all levels, as the diverse flying experiences of EAA members provide unique perspectives on the many types of flying within the general aviation community.


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24

In Flight USA Celebrating 30 Years

August 2014

NBAA'S BOLEN: CONTINUED CERTIFICATION IMPROVEMENTS “CRITICAL” TO BUSINESS AVIATION

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National Business Aviation Association (NBAA) President and CEO, Ed Bolen, submitted a statement to a House Aviation Subcommittee hearing on U.S. aviation manufacturing challenges. The written statement emphasized that certifications and approvals are fundamental to all aviation segments, and that further improvements are needed to support business aviation’s environmental, economic and safety concerns. “Certification is critical to business aviation in terms of time, cost, efficiency and safety,” Bolen said. “Improvements must continue to be made to the Federal Aviation Administration’s (FAA’s) certification processes, including operator authorizations, operator certifications, and aircraft and parts certifications.” Bolen welcomed the progress being made by the FAA in streamlining reviews for certain of these procedures, emphasizing that, “long timelines have a direct impact on safety, the environment and overall cost of operations.” Safety is of utmost concern, Bolen noted, because delays in proper flight authorizations mean that business aviation operators must fly at below optimum altitudes for safety and efficiency. He urged lawmakers to consider two key areas for further improvements to FAA authorization processes, including giving more priority to Part 91 operators – based on the importance of business aviation operations to the U.S. economy and the impact these companies have on commerce domestically and internationally – and creating one or more FAA and Industry process enhancement teams to review and streamline the authorization processes applicable to these authorizations. “We had success with the Reduced Vertical Separation Minimum (RVSM) Process Enhancement Team and believe we can again be successful with each of these teams,” the statement read. “Operator authorizations remain one of the biggest issues for NBAA Members,” Bolen wrote. “NBAA Members have for years expressed concerns with the timelines and requirements to obtain a letter of authorization (LOA) for RVSM airspace operations.” For example, Bolen noted that a common change, such as a revision to an aircraft registration number “akin to changing the license plate on your car,” required significant time for an FAA

inspector to “review all of the information as though it was a brand new operator, often taking in excess of 60 days to process.” New FAA operator authorization guidance published in January should enable inspectors to review only the elements that are requested for change. Once inspectors become familiar with the new procedures, “we expect the overall timelines from an initial request being made to the issuance of a new or amended RVSM LOA will continue to decrease,” Bolen added. Bolen also mentioned the FAA’s focus on providing LOAs to U.S. operators needing automatic dependent surveillance – broadcast (ADS-B) technology authorizations for ADS-B operations in international regions where this is a requirement of civil aviation authorities. “More than 60 percent of the U.S. business aviation operators responding to an NBAA survey indicated travel to a foreign region in 2012,” he wrote. “But timelines to receive these authorizations are often measured in months. Recently, the FAA announced that ADS-B approvals would be able to be granted by the flight standards district offices (FSDOs) directly, thereby decreasing approval times.” Still, more progress needs to be made, Bolen noted, citing long timelines for operator certifications for operators of business aircraft, including for Part 135 air carrier certificates for passenger or cargo charter operations, and Part 125 air operator certificates commonly needed for companies operating a corporate shuttle to transport employees between cities where the company does business. “In both of these cases, operators are often told it will take a year or more before the FAA will begin the application and review process,” Bolen wrote, based on limited FAA inspector resources. Similar improvements are essential in accelerating the timelines for certifications of aircraft and aircraft parts to halt disproportionately rising costs that are transferred from general aviation manufacturers to end users that result from lengthy certification times. In order for continued improvement of such timelines, Bolen said that, “NBAA fully supports Congress’s continued commitment to increase the inspector workforce at FAA.”


August 2014

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25

GAMA PUBLISHES SECOND QUARTER GA AIRCRAFT SHIPMENT REPORT The General Aviation Manufacturers Association (GAMA) has published the second quarter 2014 general aviation aircraft shipment report. Industry airplane shipments increased 4.8 percent to 1,110 units while airplane billings rose to $10.9 billion, up 4.5 percent. GAMA also released quarterly shipment data for rotorcraft manufacturers for the first time. GAMA began publishing annual rotorcraft shipment data several years ago and the association’s website provides this historical data. The rotorcraft manufacturers delivered 409 combined piston and turbine helicopters during the first six months of 2014. The billing figure for the rotorcraft shipments was $1.2 billion. “This additional fidelity about rotorcraft manufacturers will help us better tell the economic impact story of this important segment of GA,” said GAMA President and CEO Pete Bunce. “Deliveries of turboprops this quar-

ter were flat, but the encouraging numbers in the piston airplane and business jet segments drive the industry’s optimism about global general aviation growth. Here at Oshkosh, enthusiasm toward the light airplane industry is clearly palpable,” Bunce said. “However, there is still a great deal of work that remains to make this recovery sustainable over the long term. This includes streamlining certification processes around the globe for both new production and equipage of safety-enhancing technology in the existing fleet.” Bunce continued, “In the United States, we need the leaders of the Department of Transportation to put high priority on their rulemaking processes to meet the December 2015 Congressionally mandated deadline for full implementation of the Small Airplane Revitalization Act that the FAA Administrator has publicly stated will

First Six Months of Shipments of Airplanes Manufactured Worldwide Pistons Turboprops Business Jets Total Shipments Total Billings

2013 500 276 283 1,059

2014 520 272 318 1,110

CHANGE +4.0% -1.4% +12.4% +4.8%

$10.4B

$10.9B

+4.5%

improve general aviation safety.” “Reauthorizing the U.S. ExportImport Bank is also critical to keeping the industry moving forward and ensuring a level playing field for all general aviation manufacturers worldwide. We are encouraged by legislation being introduced today by a bipartisan group of Senators, led by Senators Joe Manchin (D-WV) and Mark Kirk (R-IL), to reauthorize the Bank for five years, which

will provide businesses with the certainty and predictability in financing they need as they plan their production schedules and future hiring for 2015 and beyond,” Bunce concluded. To see the complete report, visit the GAMA website at www.gama.aero and link to 2014GAMAShipmentReportQ2.pdf

being said and leaving deposits. It became common practice to take a look at all the new planes that had not been flown and new engines that had not been run, as these were always our major competitors. Just prior to the airshow, manufacturers attend a pilot briefing by the Show Boss and participate in “manufacturer flybys.” The briefing includes emergency procedures, should an accident take place. During this pilot’s last pass down the show line, two planes collided on the runway below me, and the briefing proved its worth, although it took almost an hour to get my plane back to our pavilion. By airshow time, this writer had headed off to a seminar tent to conduct a forum on the product and homebuilding. Shouting above the deafening drone of a T-6 acro team only added to the ambiance of the experience. Back at the show site, we were all screaming above the din of a mini Pearl Harbor attack and making small talk with shade dwellers. One young couple with an infant stopped by for shade and we, of course, offered both shade and cold water. The young man wandered off, and his wife promptly removed her blouse and began nursing her infant. Welcome to country living! Our ladies on the team, appropriately dressed for a very hot day,

convinced male lookers to bring some ice cream cones over to the crew. We did well in the ice cream department. The day did not end at 6:00 p.m. when the main buildings closed. For us, it was off to the ultralight field again and more demo flying. Hundreds of onlookers were lined up for rides in illegal, two-place ultra-light planes, tossing their kids in for a free ride as if at the county fair. I wondered if it bothered them that these were unlicensed airplanes being flown by unlicensed pilots? By 8 p.m., the ultra-light field closed down, but we had a customer dinner to run. Now working on hour 14 of the day, we smelled like something that would turn a goat’s stomach and washed up in the hotel washroom that was catering the dinner. Yours truly acted as host and MC, remaining jovial and friendly, while wondering if my legs would hold me up much longer. Eleven p.m. finally rolled around, and it was back to the house for a shower and sleep. By about 1 a.m., we were hosed down, had washed clothes and hit the cot, to be lulled to sleep by the grunts and groans of our fellow employees. Yep, that is a day at the office when Oshkosh is your office. But, what the heck, it beats working for a living! “Having a wonderful time. Stop. Wish you were here instead of me. Stop.”

Editorial: A Day at the Office Continued from Page 7 this was one way to get to know your fellow workers, as privacy and dignity were tossed out the window. Did I mention that two of our team members were ladies? It was up early the next day, as we had a plane in the ultra-light area. Pilot brief occurred at 6 a.m., followed by powered parachute flying. To be sure, that is entertaining, especially those guys with the engine strapped to their backs. For the first time, I began to feel sorry for a carrot just before it is run through a blender. Foot launched powered parachutes bring new meaning to “taxi into position and hold.” The pilot briefing clearly stated that turns in the fixed-wing pattern should be made at the silver silos. Regrettably, the briefing failed to mention that Wisconsin holds the record for the number of silver silos per square mile. Ultra-light demos were flown by testosterone-loaded pilots, all of whom were trying their best to display the features of their planes. After several flights around the pattern, I got the hang of it, and the guy on the red scooter stopped chasing me down to explain what I did wrong. Too bad, I was going to offer to drag race him. After two hours of this, it was time to head for

the main display pavilion and set up for the crowds that were to come. With temperatures already approaching 100 degrees, we took bets on how many med evacs would take place during the day. Now came the prospective customers, current customers, and tire kickers. Our pavilion had lots of shade, so it became a great rest spot for folks with kids. We all know the airplanes with struts are the next best thing to a jungle-gym, and “kid swatting” began in earnest. We had learned (the hard way) to disconnect batteries, but that did not stop the kiddies from playing pilot and flipping every switch in sight. Most important, was intercepting food, candy, sodas and ice cream that would end up all over the cabin if not caught quickly. Current customers would stop by to say hi and, if not watched carefully, disassemble parts of the plane to see how they should build it. That included, in one case, pulling a cowling off, unsupervised! One must learn a “30 second drill” to describe the plane, as casual lookers get bored after that. The questions are nonstop. Like “why doesn’t your plane fly twice as fast and cost half as much like that guy just over there?” Upon checking “over there,” you see a half-built prototype that has never flown, with crowd believing every word

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In Flight USA Celebrating 30 Years

26

August 2014

W h a t’ s U p ! ?

YA’ JUST CAN’T BE NICE was looking back throughout the last 20 years of my life and remembered two expressions that I had never heard before and surely didn’t understand. The truth is that many of us wouldn’t have recognized the expressions, but today they are part of the daily liturgy of our lives. I can’t help but wonder how many wonderful opportunities I missed out on and how many times I must have

I

TO

stepped on my own feet. So where’s Shapiro going this time? First, I recall hearing the expression, “ ...you ought to get some help with your anger issues.” What? Me? I’m not angry! Okay... let’s try this one; how long have you been burdened with being bipolar? Excuse me? So here I am, living as the almost perfect man totally unencumbered by any negative issues, and especially the two

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SOME FOLKS! mentioned above. Now after many expensive therapeutic hours, I am a semi expert in what “anger issues” mean, and I am now very knowledgeable as to what being bipolar means. I know some of you might be thinking... “Hey! This is an aviation publication so what’s with all the medical ramble? That’s a fair question, so here’s what I hope is a fair answer. Only in the past two years, as I may have already shared, I have learned to live my life without “anger.” One of the additional benefits of this change in my lifestyle is that I can be more aware of those who live with anger as a best friend and one way or another, it can easily lead one on the road to the perils of being bipolar. At the very least, I can tell you that being bipolar and also cursed with out-of -control anger issues will almost guarantee or result in some really serious aviation problems and, of course, possible aviation emergencies. To keep things in order, let’s first start with the preflight issues. In this scenario, I’m using preflight two ways...that which we do on the ground and then after we have departed earth. On the ramp, there are always a number of things that can trigger some sort of anger; the fuel truck is taking too long to get to you, and then there’s your passenger who’s late. Of course there is the tie down line that gets too knotted and is refusing to get untied. Then there are the birds that have rewarded you with some of their DNA on some very hardto-reach areas of your airplane. Most aggravating is your windscreen or way up on your vertical tail and rudder. This list can get much longer, but I’m sure I’m making my point. Taking this anger with you into the cockpit can only cause unneeded issues. It will magnify the irritation of dropping your pencil on the floor, along with your keys, and then of course your seat will get stuck on its rails just to make sure you stay angry. Hopefully your anger won’t be inflicted on your passenger or ATC. This is when you really need to make a second journey over your checklist. Let us hope by this point that some of that pesky anger has dissipated and has left the room. At the very least, I hope that you don’t miss an important transmission from the tower or your passenger telling you that your seatbelt isn’t on. Even though I know this subject could result in a mediocre novel, I want to move on after my final words on this. We are all guilty of venting some anger

Larry Shapiro when we are sitting at the hold line longer than we want at $6 a gallon and a 1,300tee time an airport away. I can only wish and hope that when you are cleared to get out of town, that you leave the anger at the hold line. Almost finally, a few final words about that pesky flaw in some of our veneer referred to as being bipolar. This little jewel can hurt and confuse many and sometimes can be the biggest of all the stumbling blocks in the acquisition or disposition of your airplane and probably some of your other business negotiations. On one way, you extend your hand and it’s met with a return handshake. Then the next time you extend that same hand, it gets bitten or slapped away. I can only imagine the grief I caused those close to me in my business as well as my personal life. It’s like meeting a stranger at every meeting. I’m not going to dwell on this and I only started it after having just survived a situation I just described, and there was no way out of it, and no possible olive branch to extend. Dealing with someone that had a different personality at every meeting was very, very painful and almost impossible to deal with. To those I may have inflicted some of the same in years past, I offer my apology. When someone who cared about me and was very brave, they got me the help I needed and opened a wonderful new chapter in my life. I know some of you will have issues with what I’m writing, and for that, I am truly sorry, but I invite you to contact me if you’d like to continue this subject on a more personal and toe-to-toe basis.

Roses and a Big Shout Out! Many of you might be familiar with the famous flying family that we know as the Turners. Bill Turner raised the bar for many of us when it came to building replicas and many other envious achievements, and sadly, I was the pilot of Bill’s last flight. I know most of the airshow performers have worked with his son, Willie, now V.P. at the Hiller Aviation Museum and one of the premier Air Bosses in the airshow business and one I had the joy of working with for many years. I always Continued on Page 28


August 2014

www.inflightusa.com

27

Steve e Weaverr Aircraftt Saless

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

Phone: 843.475.6868 Fax: 803.753.9761

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N8849X, 5360 TT, 530 SMOH, G430, STec 30 alt, many options, all logs always hagared, no damage. $59,500

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1974 CESSNA AEROBAT

1976 BONANZA

1961 182

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1976 172M

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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.” 1975 BAC 167 STRIKEMASTER N799PS, 6960 TT, 996 TTSN, Rolls Royce Viper 535 Engine. Fully Aerobatic, Smoke System. Actual Photo

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28

What’s Up

Continued from Page 26 thought his mother was the aviation benchmark for lady pilots, and now the tradition continues as we applaud another Turner that has joined our ranks and can now be called “pilot” as he completed his first solo this past month. At age 16, the tradition now lives on, and I expect we will see Anthony Turner flying his grandmother’s Charger soon, and once again, be joining the clouds and the rest of us in

In Flight USA Celebrating 30 Years

the friendly skies. Bravo, Anthony! Welcome aboard!

Ten Years Ago I shared this with you! Renaissance Airplane Renaissance; what a great word! How many times do we hear that word in the course of our day? Probably not too often, but when we do, there always seems

to be a time delay as we ponder how it’s being used and why. Does the expression Renaissance Man sound familiar? Or how about, the neighborhood is going through a Renaissance period. Either way, it’s a fascinating word and I’m going to use it in yet another way. I’d like to offer the term Renaissance Airplane. We all know this airplane; maybe we’ve just never paid much attention to it. It’s the airplane that belonged

August 2014

to that nice old dude at the end of hangar row “X.” The one he shares with one or two other lifetime dreams of some other really special senior sky riders. Between cashing their social security checks and discussing the latest article they just read in the current issue of the AARP Magazine, they complain about the cost of aviation fuel, their latest doctor visit, how much their prostate hurts, and did you hear about Jake, poor guy just fell over and died. Heck and he was only 92 years old. Then they go back to wiping their airplanes, complaining that they can’t find the tool they need, even though it’s usually in their hand, and then decide it’s time to take a break or go home for a nap. From their perspective, their airplanes are perfect. They just need a little of this and a little of that, but they fly like a dream, and they love the new engine they just put in it – five years ago. I have so much love and respect in my heart for these precious aviators. Some are still flying in the past; some are flying in the present, (with a little help from their friends). No matter what, they won’t give up their keys and headsets until their last landing, and they hardly ever know when that will be. Let me put the frosting on this cake, and hope I can touch some more hearts. When I got the call that Senior “X” wasn’t doing too well and that it was time to deal with the fact that his flying was about to end (along with his life), he needed to make arrangements for his airplane. Interesting isn’t it, he needed to make arrangements for his airplane, not himself. The day after I was asked to help, he made his last takeoff and is now looking out for all of us from that cloud just over there a bit. What followed was an absolute celebration of a man and his airplane. Every one of those dudes from over on Hangar Row “X” checked in on the airplane everyday. Things around here slowed down to a speed appropriate for ages 75 and up. And then, well, then a young student pilot walked in and fell in love with Senior “X”’s treasure. And now Senior “X”’s wonderful 1960 Cessna 175 was about to enter into the wonderful Renaissance World of Restoration. All the work that he started was now going to be completed by a much younger wippersnapper, and the airplane will probably show up in a magazine article near you soon. What an honor it was for us to be part of this wonderful event. It climaxed with a hangar party given by Mrs. Senior “X.” She wanted to thank all of his Continued on Page 30


August 2014

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Flying With Faber QUEENSTOWN, NEW ZEALAND One of the Most Beautiful Places in the World, Part 2 Millbrook Resort

Old and new at Millbrook Resort in Queenstown. (Stuart J. Faber) I concluded last month’s column with our arrival at Millbrook Resort in Queenstown. This spectacular resort is packed with so many amenities that I could write an entire article about it. The rooms, suites and villas are extraordinary. Luxurious, yes, but certainly not stodgy. Spacious rooms, large windows and balconies, huge bathrooms and residential quality furnishings deliver the pinnacle of comfort. For the ultimate in privacy, guest quarters are scattered throughout the hundreds of acres. Studios, located in a private lane in a quiet cul-de-sac, have a soft French provincial décor. Other choices include separate two-bedroom villas or cottages with lounge areas and fully equipped kitchens. King beds and flat screen satellite TV, plus separate bath and shower areas, coffee makers and deluxe robes are but a few of the features. Guests receive complimentary access to the health and fitness center, wi-fi and shuttle to Queenstown.

Cozy quarters at Millbrook Resort. (Stuart J. Faber) Millbrook has been voted both the best golf course in New Zealand and, for three years, the Leading Golf Resort in Australasia. The 27-hole course is nestled in a natural alpine amphitheater against the backdrop of the Remarkables Mountains. The championship course has five different tee positions for all levels of

Stuart J. Faber and Aunt Bea

Go jump off a bridge ... with a bungee cord at the bridge over the Kawarau River. (Stuart J. Faber) expertise. Guests pay reduced fees with unlimited access to the course. The Resort conducts golf classes for individuals or groups up to six. Spa treatments range from a man’s space massage to complete hair and nail care. Body wellness programs address issues of slimming, cellulite and fluid retention, loss of tone and elasticity, detoxing, muscle aches and pains, dry, depleted skin and pregnancy/post pregnancy treatment. At Millbrook, you can dine to your heart’s content from casual dining at the Hole in One Café to Japanese delicacies in Kobe Restaurant. Located alongside the original water wheel on the edge of the millpond is the Millhouse. Originally a flourmill, this historic building has been transformed into a warm, inviting restaurant. In the summer, folks dine al fresco on the patio. In the wintertime, which I prefer, we dined amidst the glow of a roaring fireplace. Chef Andi Bozhiqi has won a host of culinary awards for excellence, especially for his unique offerings of New Zealand beef and lamb. For more on the resort, visit www.millbrook.co.nz

An Adventure through Lord of the Rings and Gold Country With childlike excitement, we arose at the crack of dawn. We gobbled down a huge breakfast of homemade bakery

Water safari in Lord of the Rings country. (Stuart J. Faber) items, farm fresh eggs and an array of fresh fruit. We made our way to the front of the lodge where seasoned guides standing next to their fully equipped Land Rover Defenders met us. We were about to embark on a 4WD safari over mountainous trails and rushing river waters to visit the historic gold mining area, an exclusive high-country farm and the site of the filming of the Lord of the Rings movies. Guests have the choice of sitting in the passenger seat or driving the vehicle with the assistance of a guide. Or, you can rent one of the fully automatic, driveyourself 4WD Quad bikes. We selected the easy way and piled into the Land Rovers as passengers. California does not have an exclusive on gold rush activity. In 1862 (perhaps we can call them the Sixty Twoers), William Ress, Thomas Low and John MacGregor discovered gold in the Arrow

and Shotover Rivers. Efforts to silence the new discoveries were in vain. Droves of prospectors converged on the area and for the next three years, and the gold rush was in full swing. More than 1,500 miners extracted about 12,000 ounces of the precious materials from the rivers. What a breathtaking adventure! We traveled across the plains, up and down the foothills and charged through the rushing waters of the rivers. At times, it seemed our Land Rover was afloat. As the river deepened, I feared we would sink and be pummeled downriver, never to be seen again. But we prevailed. The extremely talented drivers piloted these all-terrain vehicles with ease. From Arrowtown, we traveled up Coronet Peak to the entrance of Skippers Canyon. This winding, gravel mountain road was barely navigable. One false move and the drop to the valley exceeded 1,000 feet. But these guys drove as if they were meandering along a lazy country road. At the peak, we gazed below to the valley where the sunrise was just completing its journey over the village. We visited the filming locations of Lord of the Rings, Misty Mountains and more. We paused at the river’s edge and savored a spot of coffee, tea and biscuits. Then we were each handed a vessel and received a modicum of instruction on how to pan for gold.

Arrowtown Our pockets bulging with gold, we completed the journey with a drive back to Arrowtown where we strolled through the village, moseyed through the shops and grabbed a few treats from the local bakery. A 30-minute drive from Queenstown, this alluring village rests in a sprawling, picturesque valley. The historic buildings, which line the streets, house quaint shops and restaurants. In April and May, New Zealand’s fall season, the town’s trees are one of the most popular autumn displays in the country. The Arrow Basin was formed when Continued on Page 31


In Flight USA Celebrating 30 Years

30

August 2014

What’s Up Continued from Page 28 friends and the supportive people who helped with the 175’s new life. She introduced the new owners, took some pictures, and then we all cried. After some great cake, it was time for our naps. I truly wish you could have all been there; you would have been even prouder that you sat on a flying certificate, and you would have met a truly great wife and our new friend. So Mrs. “X,” to you on behalf of all of us that really “get it,” thanks.

partnership is one I had in an airplane because I didn’t do it right. However, just like marriages, partnerships can be made in heaven or end up in? I advise everyone to go slow and remember, getting into a partnership is easy; getting out is the hard part. Successful partnerships must have the departure spelled out clearly so as not to spoil the pre-existing relationship. Just like any type of marriage, certain values and priorities must be spelled out earlier rather than later. Philosophies must

Partnerships Partnerships are becoming more and more attractive as the economy changes, time for flying has become more limited, and renting just isn’t an option. It’s a great alternative to selling your airplane, and having your fixed costs reduced can make a difference. My favorite partnership is the one I have with my wife. My least favorite

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On Final Summer vacations are almost finished, and our kids are getting ready to go back to school. Your airplane needs a wax job, most of you are on the way back from Oshkosh, and I’m still basking in the Sea of Cortez whenever you aren’t looking for me. My wife scheduled another birthday for herself, and of course I’m very excited about that, now all I have to do is act like it. Finally, whenever I try to get through my final here without mentioning our troops in uniform, they are back out in the field again saving lives and trying to bring some kind of peace to this crazy world. When the opportunity arises, make sure you thank them for their service. And finally, welcome back to the T-Birds and the Blues, nice to have you back in our neighborhood.

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I had planned on sharing this with you about my latest encounter with the Customs Folks at Brown Field, plus, the stupidest crash I’ve seen in the last 50 years down in Mexico...stay tuned. I’ll share it with you in the next issue. Until next time...

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Flying With Faber

Downtown Arrowtown. (Stuart J. Faber) Continued from Page 29 the great glaciers carved out the Wakatipu Basin. Tribes of Maori migrated through the area on seasonal trips to hunt native birds. Waitaha, the first tribe, was eventually expelled after fighting with the Kai Tahu tribe. By the 1700s, all of the tribes united by marriages and peace alliances. We could take a few lessons from them today. Invariably, gold became more difficult to extract, and the European miners left for “more gold pastures.” To stimulate the economy, the local government invited Chinese miners to harvest the goldfields. These folks created a separate settlement, which survived until the late 1920s. Eventually, the village became a farm service town. Street side trees were planted, and the locals strived to turn the village into a European-style town. In 1896, a huge fire destroyed most of the town. The undaunted locals rebuilt, and by the 1950s, Arrowtown gained a reputation as a popular holiday destination. Today, many New Zealanders, Europeans and Americans have discovered its charm and have made their homes in the valley. We retreated to the resort for a quick rest and clean up. We returned to Arrowtown for a delightful meal at Saffron Restaurant. Chef Pete Gawron and his wife, Melanie, operate this energetic bistro. We observed Pete as he deftly created appetizers of scallops seared in milk broth and sliders of pulled duck with an Asian flair. A whole blue cod steeped in a saffron broth, a pork shoulder braised for several hours and char-grilled lamb cutlets followed. After dinner, we strolled through the village. Old street lamps, soft glimmers from the store windows and a full moon dramatically illuminated our pathway. For more on Saffron Restaurant, visit www.saffronrestaurant.co.nz

New Zealand Wines New Zealand has emerged as one of the world’s premiere wine producers. Grapes are cultivated on both the north and south islands. The Hawkes Bay, Martinborough and Marlboroughand Central Otago are a few of the prominent wine regions where visitors can explore more than 120 vineyards along the Classic New Zealand Wine Trail. Most

are open for wine tasting and dining. Internationally acclaimed varieties include Sauvignon Blanc, Chardonnay, Pinot Noir and Merlot. One of our favorite stops was Gibbston Valley Winery, which can be found at www.gibbstonvalleynz.com For several reasons, I developed an instantaneous (and lasting) love affair with the Amisfield Winery. Established in 1988, this organization is a major producer of Pinot Noir. The balance of their production is composed of Sauvignon Blanc, Pinot Gris and Riesling. Located beneath the Pisa Mountain range in the Cromwell Basin, this is the largest single vineyard estate in the Central Otago region. The main lodge is an impressive structure with a residential atmosphere. We sat down to a lunch, which turned out to be, not only the best meal I experienced in New Zealand, but one of the most memorable of my career. That statement is not a hyperbole – it’s a fact. When asked about my lifetime’s favorite meals, I hark back to memories of two U.S. restaurants, one in San Francisco and one in New York. Across the sea, one in Copenhagen, another in Paris and now, Amisfield Winery in New Zealand! Fortunately, the cuisine is not fancyschmancy. As a matter of fact, it’s served family style. For starters, we were presented with huge bowls of salad-vegetables picked hours before. Rarely do raw veggies and their light vinaigrette impart such exuberant flavor. Huge chunks of justbaked sourdough bread and an Amisfield Pinot Gris 2012 enhanced the salad.

Smoked Salmon. (Stuart J. Faber) Next, a sweet corn soup with chunks of crab! A presentation of platters of smoked salmon followed. It was unlike any smoked salmon we had ever experienced. Smoking it at a high temperature for about 20 minutes resulted in a fish so delicate and mildly smoky, it reminded me of the most elegant smoked sturgeon. Along with this dish, we enjoyed a crisp Amisfield Sauvignon Blanc 2013. Visit www.amisfield.co.nz Superb as these dishes were, next came the masterpieces. Platters of risotto steeped with butter, thyme and dotted with chunks of brie cheese. Never in my Continued on Page 33

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In Flight USA Celebrating 30 Years

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August 2014

AIR FORCE FIREFIGHTER FEEDS BURNING PASSION By 23rd Wing Public Affairs e can bust down a burning door and save lives from a flaming inferno and if the kitchen survives, he might whip up some elegant blackened salmon too. On duty, Staff Sgt. Phillip Burns II is a fire inspector with the 23d Civil Engineer Squadron and ensures fire code compliance across Moody Air Force Base, Ga. Off duty, the 33-year-old staff sergeant does almost everything he can to fulfill his appetite for good cooking: teaching youth cooking classes, competing in cook offs, cooking for friends and even working as a chef at a local restaurant. Burns has been cooking for “15 years strong, at five different bases and through six deployments,” he said. “I cook on a regular basis, and I always try to challenge myself with whatever I’m cooking.” Burns’ interest in cooking is fueled by a desire to improve, in this case, sparked by a fellow Airman’s badgering. “It was because one day I was told that I couldn’t cook, and it went from there,” he said. “I brought (leftovers) to work to eat ... I tried to warm lasagna up in a skillet. Everybody laughed and said, ‘Burns, you don’t know how to cook at

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Staff Sgt. Phillip Burns at the range. all, this is horrible. You can’t do this with a skillet.’ From then on, we were always challenging each other to cook better.” Eric Mortensen, the 23d CES assistant fire chief, explained that Burns simply enjoys taking on a new venture. “He’s very interested in expanding his horizons, and he’s very adventurous,” Mortensen said. “This is just one more thing. He’s passionate about everything he does. Burns has jumped into cooking. He also did some gardening with no background in that either. He grew some

(U.S. Air Force) stuff, grew it very large and entered it into a farmers market fair. Most people don’t do that. He just picks a thing and goes.” Though he’s only taken his cooking seriously for the past 15 years, Burns has always been in the kitchen. “One of my vivid memories when I was younger is my father and mother cooking regularly,” he said. “We were a cooking family. We all got into the kitchen and cooked.” Burns’ cooking has been largely self-taught, but he still looks to his fami-

FOR

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ly for guidance. “I call my grandmother on a regular basis,” he said. “Recently, I called her and asked how to make eggplant parmesan… She broke it down and talked me through it. Cooking is a family affair.” Burns said he cooks at least four times a week for himself or anybody who asks. “My running motto is, ‘If you buy, I’ll cook,’” he said. “Twice a week I get the call, ‘Hey I got this (food), can you make me something because I really don’t feel like cooking,’ and I say, ‘No problem. I’ll be over shortly.’” His drive to improve his cooking abilities has led him to a second job as a culinary cook, where he is responsible for pasta dishes and bringing the main dish together. “I figured I wanted to learn how to cook better,” he said. “Why not go to a place that people really enjoy and learn their recipes and how to make their sauces? Then I can make it my own.” When asked how he manages to balance two work schedules, his full-time call to serve the Air Force and his parttime call to serve up a tasty dish, he simply replied, “The great don’t sleep.” Continued on Page 33

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Air Force Firefighter

(U.S. Air Force)

Continued from Page 32 Burns is a man with many goals. He’s reached one recently by being selected for technical sergeant, and now he’s moving forward with numerous food-related ambitions. “I plan on going to culinary school after I go to (the NCO Academy),” he said. “If I have to pay for it myself, I’ll go. It’s an opportunity to become better, and there are (always more) things I can learn.” He also wants to open a namesake business: ‘Phillies Cheesecakes.’ “I want to sell cheesecakes,” he said. “I’ve already started making different

recipes: fresh strawberries, fresh blueberries, lemon, regular New York style ... all kinds of different cheesecakes.” In addition to culinary school and a business, Burns has one more goal. He wants to best a famous chef. “My ultimate goal is to get the opportunity to meet someone from the Food Network and challenge them,” he said. “Meet them, challenge them and maybe learn something from them.” Burns said the primary reason he enjoys cooking is because it brings people together. “There have been plenty of times

when different issues (occurred), and I was able to make those things better by sitting down and breaking bread with some people,” he said. “You get to become personable with them, you get to talk and enjoy each other. That’s why I enjoy doing it. It really brings people together.”

their contemporary design. The service is impeccable. It is truly a destination for those special romantic occasions or a corporate retreat. For more information, visit www.matakaurilodge.co.nz More than a month has passed since I returned from New Zealand. On one hand, the tastes, smells and images of this trip linger as vividly in my mind as if I were there just hours ago. On the other hand, the memories have hibernated to slumbering in the past, waiting to be awakened.

Whatever the nature of the memories that swirl within me, I cherish and welcome them with all the hospitality that my thoughts and mind will deliver. That is the exquisiteness of travel. Wherever I journey, the destination becomes an integral part of me. We are the sum total of our experiences, so the more I travel, the more enriched I become. The Queenstown region has been one of the more elevating of my lifetime experiences.

Flying with Faber

Another view of Arrowtown. Continued from Page 31 career have I tasted such creamy, impeccably prepared and flavored risotto. One would have thought we hadn’t eaten in a month. We were fighting for the stuff like soldiers in hand-to-hand combat. After we cleaned our designated platter, we looked up and down the long table. If a morsel of risotto was spotted on a distant platter, we almost jumped on the table to retrieve the treasure. And then came the entrée of the decade. For our party of 12, the waiters paraded in with six platters, each laden with a whole rosemary-scented leg of lamb. Once again, we cast our manners aside and dug into these critters like a pack of dingoes. This was the sweetest, most tender, flavorful leg of lamb I have ever tasted. Served with the lamb were bowls of steamed baby white potatoes seasoned with tarragon and dill. Prosaic ingredients – incredible tastes! We washed down the main course with Amisfield Pinot Noir 2011, a few petit fours, crème brûlée and several cups of coffee. Most, if not all of my colleagues share my evaluation. Indisputably, one of the greatest meals of all time!

Let’s Go Bungee Jumping! The dramatic bridge over the Kawarau

(Stuart J. Faber) River is the birthplace of bungee jumping (spelled “bungy” in New Zealand). Spanning the Kawarau Gorge, the Bungy Bridge is an exhilarating site whether you jump or decline. (I declined). Several jumpers, including a few sweet old ladies, put me to shame. They intrepidly walked to the middle of the bridge, strapped themselves in the bungee paraphernalia and surged to the river below. The bridge is 43 meters (about 140 feet) above the river. Attached by the feet, one can leap feet first or perform a swan dive, or dive forward, backwards or jump tandem with a friend. Select a length of bungee rope sufficient to bob in the water, land fully immersed or come to an abrupt stop just a few feet above the river. Either way, a waiting boat will fish you out of the water or from your tethered suspension. Visit www.bungy .co.nz/ kawarau-bungy-centre

Farewell to Queenstown Before we reluctantly headed to the airport for our flight to Auckland, we stopped off at the classy Matakauri Lodge for a delicious lunch. Situated on the shores of Lake Wakatipu, this stunning property is a resort for kings. Indeed, Matakauri was recently visited by a British prince and his wife. The suites and villas are stunning in

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August 2014

EAA AirVenture OshKosh Review

July 28 – August 3

OSHKOSH 2014 By Ed Wischmeyer ith a press pass, Oshkosh this year really started on Sunday with a few media intros. With everybody dodging a few little rain showers that came drifting over, I am glad that they were not the big thunder bumpers that passed north and south of us. The first surprise was showing up at a Sunday church service at Fergus Chapel and not being able to get in because there were so many people there. Actually, “People come to Oshkosh for the airplanes and stay for the people,” said the late Paul Poberezny, founder of the EAA. Steve (manager of Theater in the Toods) and I were discussing that venue, and he was talking about how many acts came through that he really liked but had never heard of before, like Asleep at the Wheel. I shared some of my cowboy music, and we had a great time. Then it was off to work. First, there was a briefing on the www.mvp.aero amphibian, and boy do they have their act together with good people and a good business model. The plane itself is a highwing pusher amphibian with two seats side by side, aimed at the experimental market first and then the LSA. Have they

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This RB-57 had an enormous wing and NASA Livery. (Ed Wischmeyer)

Lots of RVs arrived early. thought of everything? The side windows slide open, which is necessary for emergency egress, but the windshield and canopy top fold up above the top wing to get them out of the way. The instrument pod also pivots up out of the way, and floorboards can be placed to give a flat floor. You can also take the passenger seat out, put it on a short pole, and have a seat at the front like a bass boat. Or put a tent around the front of the airplane and sleep in the airplane.

TEXTRON AVIATION DEBUTS Textron Aviation Inc. made its EAA AirVenture Oshkosh debut with a display of its industry leading line of Beechcraft and Cessna piston and turboprop aircraft, as well as a number of Citation business jets. “The Textron Aviation product line brings together the top brands in general aviation and represents the largest customer base in the world with some 250,000 aircraft delivered through the years,” said Kriya Shortt, Senior Vice President, Sales and Marketing. “We

(Ed Wischmeyer)

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were excited to welcome our customers – present and future – to the Oshkosh debut of the new Textron Aviation family of aircraft and services, and to celebrate new products and milestones brought to market by the best team in the business.” Textron Aviation, featured the following turboprop and piston aircraft at its EAA AirVenture static display: Beechcraft King Air 350i, King Air C90GTx, Baron G58, Bonanza G36, Cessna Grand Caravan EX, TTx, Turbo

Or for shorter naps, sling a hammock between the vertical fin and the engine. They’ve got cool ideas for the structure as well. The flying surfaces will all be fabric covered, but their rib design is just way cool. The ribs are made of left and right halves of carbon fiber in a truss design, but the ribs are made of one-inch tape, not sheet. The tape is laid up in a tool the makes hat sections of the tape, adding stiffness. They emphasized that every part Continued on Page 35

EAA AIRVENTURE OSHKOSH Skylane JT-A and Turbo Stationair. Also on display were three Cessna Citation jets. The Citation CJ3+ was introduced earlier this year and is expected to achieve FAA certification this quarter. In addition, the recently certified Citation M2 was on display following FAA certification in December of last year. The company is also pleased to showcase the popular Citation Mustang. “Through investment in our products and our service capabilities, we’ll

BEECHCRAFT CELEBRATES KING AIR MILESTONES Beechcraft Corporation celebrated two important King Air milestones at EAAAirVenture Oshkosh – the 50th year of King Air production, as well as the first anniversary of a record-breaking order from Wheels Up, the membership based private aviation company. The order from Wheels Up represents the largest order in history for general aviation turboprop aircraft, encompassing up to 105 King Air 350i aircraft and including maintenance, service and support. “With the King Air family of prod-

ucts on display at Oshkosh, it is fitting to recognize two major milestones that speak directly to the reputation of this great airplane,” said Christi Tannahill, senior vice president, Turboprop Aircraft. “Flexible, reliable, efficient, high quality – these are characteristics that have defined the King Air through the years, and now Wheels Up members are experiencing these characteristics as well.” Since the first flight in January 1964, nearly 7,200 King Air aircraft have been delivered, making it the best-selling busi-

Even the inflatable M&M gets tired from time to time. (Ed Wischmeyer)

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continue to invigorate every segment of the market in which we compete,” Shortt said. “We plan to continue to grow the Beechcraft and Cessna names and product offerings for years to come.” Other special events at EAA AirVenture 2014 included a flying display of the Beechcraft T-6C advanced military trainer on July 28 and 30, and a 50th anniversary celebration of the King Air, one of the world’s best-selling business aircraft families.

EAA AIRVENTURE

ness turboprop family in the world. Consistently improved and updated throughout the years, today’s King Airs cruise faster and have higher payloads than their predecessors as well as navigate with the latest satellite and datalink technology – all while preserving the legendary smooth flying characteristics that King Airs are known for. “We celebrate Beechcraft and the King Air everyday at Wheels Up and are thrilled to feature the King Air 350i as the foundation of our fleet,” said Wheels Up

Founder and Chief Executive Officer Kenny Dichter. “Our members love the King Air350i for its utility, luxury and efficiency, and we are proud to say that we’ve seen the amazingly positive response from our members that we had anticipated. We congratulate Beechcraft on the 50th anniversary of King Air production and look forward to growing our relationship over the next 50 years and beyond.” To date, Beechcraft has delivered 19 Continued on Page 35


August 2014

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35

EAA AirVenture OshKosh Review

July 28 – August 3

PERLAN PROJECT PARTNERS

WITH AIRBUS GROUP TO TO THE EDGE OF SPACE

• Airbus Perlan Mission II to build the world’s most advanced glider and fly it to 90,000 feet (27,432 meters) by surfing enormous mountain air waves • Mission is set to break all wingborne altitude records for su• Airbus Perlan Mission II to build the world’s most advanced glider and fly it to 90,000 feet (27,432 meters) by surfing enormous mountain air waves Perlan Project Inc., a nonprofit aeronautical exploration and atmospheric science research organization that utilizes sailplanes (gliders) designed to fly at extremely high altitudes, has announced that it has partnered with Airbus Group – a global leader in aerospace – to fly a glider to the edge of space (+90,000 feet

– 27,432 meters). Airbus Perlan Mission II was unveiled at the EAAAirVenture Oshkosh fly-in convention, the largest annual gathering of aviation enthusiasts and professionals in the U.S., by Jean Botti, Chief Technical Officer at Airbus Group, and Einar Enevoldson, Chairman, Founder and Pilot at Perlan Project Inc. Tom Enders, CEO of Airbus Group, stated, “Our company is built on the shoulders of aviation pioneers who pushed boundaries in their own times – people who flew higher, farther, and faster. Hence, when we learned of the Perlan Project and its quest to soar to record heights, we knew we needed to find a way to be a part of it. Partnering with the Perlan team is consistent with our core values of furthering innovation

in aerospace and of inspiring the next generation of designers, manufacturers and aviators.” “After a thorough evaluation of the engineering and scientific planning behind the Perlan Project, Airbus Group is convinced that this important mission will be a success,” stated Botti. “We believe it is critically important for us to advance climate science and aerodynamics research. With the Airbus Perlan Mission II, we particularly see an opportunity to gain experience and data related to very high altitude flight––an area of interest for future aerospace applications.” Enevoldson commented that, “When Perlan Project began focusing on securing partnerships to help us complete the mission, we never dreamed we would be so

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GLIDER

fortunate as to secure a partner of the caliber of Airbus Group. Thanks to their technological and financial support, we are well on our way to the edge of space. Now it’s just a matter of completing the world’s most innovative glider and catching the right wave.” “We are proud and excited to be a part of the project team, and we look forward to bringing our engineering and manufacturing expertise to the table to help ensure the success of the Airbus Perlan Mission II,” added Airbus Group CEO Enders. Perlan Project is still seeking sponsors, partners and associates for the mission and its international educational programs, which seek to inspire and promote science and technology education.

Oshkosh 2014 Continued from Page 34 of the plane is being designed from day one for productivity and light weight. Although no airplane will ever be totally at home on salt water, this composite airplane should be better than most. Folding wings of course, and the bilge pump can be used for low speed propulsion, as in docking. Their website is www.vip.aero.com, and it is way cool. A little later, it was off to Garmin to see and touch all of their latest offerings. They have got good stuff, of course, and I’ve been signed up to be a subject as a user of Garmin Pilot while their UI designers watch me stumble my way through it. I did discover that a whole bunch of features that I really wanted are in fact already in the product––I just didn’t know that they were there, and the manual didn’t help my exploration. The winds, with inopportune gusts, were not kind to the tail draggers. Two

Even the inflatable M&M gets tired from time to time. Cessna 140s (or similar) ground looped, apparently without damage. A Pietenpol got hit by a gust at just the wrong time and wound up on its nose. But the next day, the high temperature was around 72 with a nice breeze.

Shorts from the show: • The wonderful, ever-evolving SeaRey amphibian now has Frise

(Ed Wischmeyer)

ailerons. I wonder if I can get a ride in it and try it out. • Saw the new AirCam full enclosure, which should allow flights in much cooler temperatures with much less lowtemperature clothing. The enclosure is a big swing up canopy, plus full enclosure on the side and around the back of the baggage area. Now I can understand the price of the enclosure better. • Glasair has an LSA, high wing,

looks a bit like a GlaStar but with a different vertical fin. • I’m trying to figure out what my retirement airplane might be. I got to sit in a GlaStar, but the legroom and inability to stretch out my legs was a minus. And, the GlaStar is about the same speed as my gorgeous old Cessna… • On Friday, I’ll get a demo ride in the RV-14A, another retirement airplane candidate. The big question there is the ride in turbulence. The last serious contender for retirement airplane is the RV9A, which is slower but tolerably so, less roomy with less payload, but tolerably so, not aerobatic (but I’d not do any serious aerobatics in the -14A), does not have all the latest goodies that the -14A comes with such as wiring harness, but the -9A is less expensive. There’s more, so much more, of course… and I’ve only seen part of it. A very small part…

Beechcraft Celebrates King Air Milestones Continued from Page 34 of the initial order of 35 King Airs to Wheels Up, and Wheels Up holds options on another 70 aircraft. The Wheels Up King Air 350i aircraft have several special enhancements for Wheels Up members, including state-of-the-art interiors, Wi-Fi connectivity and a luxury lavatory vanity. The Wheels Up agreement includes a comprehensive mainte-

nance program from Beechcraft that includes service for airframe, engines, avionics and propellers, scheduled and unscheduled maintenance, labor, parts and consumables. In 2014, the King Air maintains its leadership position in the global turboprop market, seeing an increase to 34 deliveries in the second quarter over 24 deliveries in the same period last year.

Part of this success comes from special missions markets, where King Airs operate commercially and in all branches of the U.S. military, serve a variety of missions ranging from traditional passenger and cargo transport to electronic and imagery surveillance, air ambulance, airway calibration, photographic mapping, training and weather modification. “As we celebrate aviation at

Oshkosh, we’re excited also to celebrate the first 50 years of making history with the King Air,” Tannahill said. “We salute our operators who have firmly established this aircraft as an industry icon, and we salute the employees whose hard work over the decades remains a cornerstone of aviation.”


In Flight USA Celebrating 30 Years

36

August 2014

FIRST PRODUCTION HONDAJET TAKES

TO THE SKIES Flight Marks Milestone Toward Entry into Service in 2015

Honda Aircraft Company announced recently that the first production HondaJet achieved its initial flight, marking another milestone toward aircraft certification and entry into service in 2015. The event took place at the company’s world headquarters in Greensboro, N.C. “With this first flight, the HondaJet program has entered the next exciting phase as we prepare for delivery,” said Honda Aircraft Company President and CEO Michimasa Fujino. “Today’s celebration is the culmination of extensive engineering and production efforts, and this is an important achievement in bringing the world’s most advanced light jet to market.” The first production aircraft lifted off from the Piedmont Triad International Airport (KGSO) at 10:18 a.m. Eastern

CHINO AIRCRAFT SALES

Daylight Time. During the 84-minute flight, the aircraft climbed to 15,500 feet and reached a speed of 348 Knots True Airspeed (KTAS). Following a smooth landing, the aircraft and its crew were greeted by more than 1,000 Honda Aircraft team members to commemorate the milestone. Test pilot and pilot-in-command, Warren Gould flew the aircraft. The crew completed several checks during the flight, including low and high speed handling characteristics, avionics and system functionality, including landing gear, flaps and speed brake operations. This aircraft is finished in the new signature HondaJet paint scheme in a deep green pearl with a gold stripe. The new color introduction is in addition to four exterior color options available to

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

were developed from long-term research activities. These innovations combine to make the HondaJet the fastest, most spacious and most fuel-efficient jet in its class. The HondaJet flies at a maximum cruise speed of 420 knots (483 mph) and has a maximum altitude of 43,000 feet. The aircraft seats up to five passengers in a standard configuration and can travel at an NBAA IFR range of 1,180 nautical miles (1,357 miles).

1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.

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customers, which also include silver, red, yellow and blue. Aircraft production continues its steady pace in advance of entry into service. This steady build up supports the company’s objective to have aircraft ready for delivery immediately after Federal Aviation Administration type certification is achieved. The HondaJet will be single-pilot certified and is currently offered for sale in North America and Europe through the HondaJet dealer network. The HondaJet claims to be the world’s most advanced light jet, and its distinctive design incorporates advanced technologies and concepts. The HondaJet patented Over-The-Wing Engine Mount (OTWEM) configuration, natural laminar flow wing, and composite fuselage

Low cost Twins for rent & training. Seneca, C310, C340, C421 with safety pilot. Cherokee 160 IFR trainer dual KX155 with simulator lessons. Build complex/high performance time in a Cessna 210. DISCOVERY FLIGHTS $50! Flight instruction single/multi engine, IFR, BFR, IPC

1975 WARRIOR,680 SMOH, IFR, $37,500. 1967 TWIN COMANCHE, 300 SMOH, 69,500.

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August 2014

37

Homebuilder’s Workshop

FIFTY STATES – WORKING ON IT… upposedly when somebody annoys you, that annoyance is a reflection of something you dislike in yourself. Such might be the case with phenomena aeronautical as well. Every now and again, you read about somebody with more time and more money than brains, a lot more, a whole lot more – the kind of person we all dream about being – who tries to fly to all 48 states in minimum time. Dumb, for sure. Then again, I’ve kind of always wanted to visit all 50 states (two more to go), but then I got to thinking – as a pilot, shouldn’t I want to take off and land in all 50 states? Hmm. The lesson to be learned lies not in the accomplishment of this stupendous and eminently worthwhile feat but rather the missed opportunities. I learned to fly outside of Boston, with trips to Michigan and North Carolina, but I never flew to adjoining Maine or Vermont or Rhode Island. Twenty-plus years in California, with flights to Michigan and New York, I picked up a many more states, and four years near Seattle completed the western states. My one trip to Hawaii included touch-and-go landings at Ford Island in Pearl Harbor, an opportunity that was not missed, but a handful of trips to Alaska never put my hands on the controls. And flying the RV-8 from California to Georgia inexplicably skipped over Louisiana and Alabama. The occasion for grabbing the last bunch of states was the passing of a dear cousin in Michigan. With the RV-8 coming together after completing the condition inspection and service bulletin for the horizontal tail, why not fly into those last states? At least most of them! A route from Savannah up the East Coast would make remedial stops in Maryland, Delaware, Rhode Island, Maine, and Vermont, then off to Michigan with a stop in that little spike of West Virginia that sticks up between Ohio and Pennsylvania. And Kitty Hawk is on the way north, North Carolina’s excuse for the aggrandizing “First in Flight” license plate slogan. Then on the way home, hit Tennessee, Kentucky, and Alabama. If I felt like flying an extra two-and-a-half hours, check off Louisiana. Or head out to Arizona for a few days and get all those southeastern states on the way back. That will get me up to 49 of 50… Weather is a factor, of course, as afternoon thunderstorms in the southeast summer are as common as grits, except

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that thunderstorms don’t go better with Ed butter and syrup. Wischmeyer So plan on an early departure, just like in the desert southwest. Part of the preparations included buying a Garmin GDL-39 3D ADS-B weather receiver with the optional attitude sensor. It works with my iPad, and the attitude display is gorgeous. However, there is a lag between moving the sensor and seeing it on the iPad. Perhaps this is because of the Bluetooth link. The RV-8 cockpit is so small that I’m not sure I’ll ever use the attitude sensor in that plane, but with the optional battery, I should be able to use the GDL in the Cessna. Finally, with everything all planned, along comes Hurricane Arthur. Although Arthur moved out of the way just in time, he left behind high winds. Add in some other factors – lack of recent experience in the airplane, first serious X-C with the iPad, bouncy ride in turbulence, lots of congested airspace on the East Coast, being mentally fried from work, and two long days of flying required, and the result is… fuhgeddaboudit, fly straight to Michigan. The East Coast will still be there at some future date. The desired arrival date at the destination was pushed back a day, and although I bristled at that a little, the extra day of rest and preparation was fortuitous. I was still a bit wiped out when I arrived at the airport, but I was counting on my longstanding love for flying to make things okay. And it did. On the first leg out of Savannah, I had to make a whopping three-degree left turn after takeoff to the on-course heading. With this near-aerobatic maneuver safely accomplished, I settled back to watch the trees of South Carolina roll by until the Blue Ridge Mountains slowly appeared from the mists. This leg was the worst of the trip. The turbulence jostled me side to side in the RV-8, the iPad was nigh unto unreadable in the direct sunlight, it was warm in the cockpit, I was annoyed at the navigation software on the iPad, the autopilot mostly followed the GPS, kind of, but made it hard to hold altitude, and I had not had enough recent experience in the RV-8 to be confident after the plane had been down for maintenance for months. Continued on Page 39

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In Flight USA Celebrating 30 Years

38

From Skies to Stars

August 2014

By Ed Downs

KEPLER, PART II eaders might recall that the May Skies to Stars column commented on the discovery of Kepler186f, a planet circling a distant star that resides in the “Goldie Locks” zone, which is “not too hot and not too cold” for life to exist. Additionally, this planet has a mass similar to that of earth and is believed to be a “rocky planet,” versus the gas giants that have previously been discovered in far off solar systems. For all those Star Trek fans out there, this might be called an “M” class planet, being similar to Earth. This amateur astronomer has had great fun finding the stars studied by Kepler (no easy task!) and viewing them through my 12” Dobsonian reflector. To be sure, there is no way this telescope can see the planets, but it is remarkably exciting to know that one is not just seeing a larger image of a distant star, but that you are looking at a complex solar system, complete with planets, moons, asteroids and comets. It is nice to know that our solar system is not alone, but has millions of companions spread throughout our galaxy. But sad news accompanied this

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announcement, in that the Kepler space telescope that has been so instrumental in discovering thousands of solar systems and planets was in serious trouble. Launched in 2009 and designed for a four-year mission, the warranty expired in almost exactly four years as two of the four stabilizing reaction wheels (think of these as gyros) seized. With three reaction wheels needed to stabilize Kepler, it appeared that the mission to find life outside our solar system was finished. Fortunately, the engineers at NASA do not give up easily, and a plan “B” was devised. Most readers have heard of solar winds, but think of them as some form of abstract energy. There is nothing abstract about the solar winds, and NASA has learned to use them. Basically, NASA has figured out how to “lean” Kepler against the solar wind, much like holding a wind correction angle, thereby creating the effect of a stabilizing reaction wheel. It looks like somebody at NASA knows how to use an E6B computer! The remaining two reaction wheels, along with the careful firing of the spacecraft’s thrusters every six hours, can now be

used to hold Kepler steady. Funding has now been granted to keep the Kepler mission, referred to as K2, going for another two years. Interestingly enough, this clever use of solar winds is not new. Many (okay, maybe if you are a true geek) will remember the science fiction series on TV, “Star Trek-Deep Space Nine.” In one episode, the series hero (Commander Benjamin Sisko) sets sail in an ancient spacecraft use by the fiction race of people known as “Bajorans.” This spaceship is, in fact, a sailing vessel that captures the energy of solar winds. Referred to as a “light ship,” the show’s main character travels great distances at remarkable speeds. But that is all fiction, right? Not if you keep up with what is going on at the Planetary Society. This privately funded, volunteer organization will launch their most aggressive science project to date aboard a SpaceX Falcon heavy lift rocket in April, 2016. Named “LightSail,” a package about the size of a large shoe box will be placed into orbit, LightSail will then deploy a 32 square meter sail that with the help of a reaction wheel, will be able to accelerate and maneuver, changing its orbit, through

sail power alone. This technological achievement will test the probability that solar propulsion could be used for future interplanetary research missions, reducing the cost of such missions to a fraction of what we experience today. It seems like glider pilots, who stay aloft with solar energy (thermals), have had it right ever since the Wright Brothers started test flying in 1901. Joining LightSail will be a “cube sat,” or miniature space craft, that will circle around LightSail, allowing our space sailors to actually see the effects of solar sailing. Best of all, this incredible experiment will be visible to the unaided eye, and amateur astronomers around the world will participate in tracking LightSail as it maneuvers in space. Once again, science fiction moves beyond the realm of speculative writing and into the role of defining the future. Hang in there, all you geeks and Trekkies, we will prevail! For more information on LightSail and the Planetary Society, visit www.planetary.org, and get ready to get enthused. The trip from the skies to the stars is getting shorter every year.

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August 2014

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39

RED BULL AIR RACE PROFILE

USA'S KIRBY CHAMBLISS: FROM HUMBLE BEGINNINGS By Red Bull Air Races irby Chambliss believes that you make your own luck – and he should know, as one of four former World Champions competing in this year’s Red Bull Air Race. For the 12 pilots pushing for World Championship points at each race, it’s not just a question of pure pilot skill... it’s about certain kind of dogged perseverance and a resolve to be the best you can be. Chambliss is one of the most accomplished pilots in the world and has helped pioneer the Red Bull Air Race World Championship into a global success. And for the American ace, his determination and dedication is pretty much an innate characteristic. “Growing up in the United States, you can be anybody you want to be––you

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just have to be willing to work hard and make all the sacrifices,” Chambliss explains. “And for me, I consider myself really lucky because I always knew what I wanted to do––be a pilot.” Born in Texas, USA, Chambliss was raised in a hard-working average family––and there was no extra money for flying lessons. So when his dad came home with a collection of aeroplane parts, the then teenage Chambliss knew what it would take to get airborne. He worked after school and on weekends to help his dad rebuild the aircraft and to pay for flying lessons, Chambliss also washed dishes and took whatever jobs he could find––from fuelling and washing planes to slinging baggage. When Chambliss got his ratings, he flew cargo and worked as a flying instructor, and at 24 became the youngest

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GLOBAL SUCCESS

pilot at Southwest Airlines. A career in aerobatics followed, including five U.S. National Unlimited Championships, and a Freestyle World Championship before Chambliss made the leap to motorsports in the Red Bull Air Race. 2006 was his golden year when he took the World Championship title. The 2014 season has been a tough and unpredictable ride so far for all the pilots. With the new rules and regulations in place, one small mistake in the racetrack could mark the end of a World Championship title. But Chambliss and his rivals aren’t about to start flying conservatively now that the stakes are higher. “I’m going to push hard, and if it doesn’t work out or I touch a gate,” he says, “at least I tried my best.” (Red Bull Air Races)

Homebuilder’s Workshop: Fifty States Continued from Page 37 The first planned stop was Johnson City, Tenn., where gas was cheap. After skimming the tops of the mountains, I was dismayed to read on the iPad that the runway was advertised as asphalt in less than wonderful condition. That gleaming, freshly sealed strip of pavement indicated that the iPad data was out of date, and I did a tolerable landing, zigging past the tree on short final and landing decently, not knowing that the runway sloped down away from me. As I landed, there were a half dozen men sitting around gabbing, and we had a great visit before I took off for Kentucky. Fortunately, I had checked the charts against the iPad charts and discovered that my Kentuky destination had an ID on the charts different from the ID on the iPad. When the onboard GPS could not find the new ID, I at least knew the old ID and so did the GPS. The flight to SJS was short and sweet, graced by the first good landing of the trip, and the BLT at the airport restaurant was quite tasty, accompanied by an enormous quantity of tater tots I did not attempt. I visited with the airport manager who gassed the plane for me, and who was planning an 800-mile trip down the rivers that form the southern boundary of Kentucky with the first 100 miles pass-

able only by kayak. Lunch and a nap were a great combination. Next was West Virginia, an airpark where I visited with a family whose son was going up for an introductory flight lesson. Then it was off to Michigan, where I roomed with a friend who finished his RV-8 a year ago, and who celebrated his 83rd birthday this past weekend. He, his wife and I had excellent Carribean dinners at a restaurant run by Florida imports. The mango margarita was unimpressive on first sip but was a worthy consort to the excellent coconut shrimp. After a night of stimulating conversation on interests, we had previously not known that we shared, the next morning it was up and at ‘em before the weather moved in to northern Michigan. My destination airport is known for ugly crosswinds, and I did not want to challenge those conditions with my lack of currency. I headed for Manistee, with a sevenknot wind at 30 degrees to the shorter runway. On short final, however, I saw the windsock take a sudden zig before straightening back out. That inspired me to go around and take the longer runway that I assumed must have been wider, although it would have more crosswind. On final, I had a noticeable crab, but the touchdown was gentle and the lateral

excursions were no worse than other landings on the trip. Two days later, I found out that the winds right before I landed were reported as 14G17 at 70 degrees to the runway. I didn’t worry about crosswinds on the rest of the trip. The last day of vacation finally came, the day of my cousin’s service and the arrival of second cousins that I see too seldom, but it also brought ugly weather fast rounding the south end of Lake Michigan. I took off an hour before the memorial service was scheduled to begin, completing three legs and two naps before spending the night at Knoxville Downtown Airport. The next day, the planned fuel stop was at Allendale County, S.C. Not only were my charts not up to date on the recently changed airport ID, Knoxville Departure didn’t have the new ID in their computer system either. Along the way, I learned that the free ADS-B radar depiction had annoyingly coarse resolution, much coarser than the XM weather that you pay a lot for each month and that requires a new, expensive antenna. I found that the smaller screen of the iPad did not work as well for me compared to an expansive paper chart, but that could be four decades of paper chart inertia on my part. I also learned that when the comm radio is transmitting, the tuning knobs are disabled.

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The best decision was to go for the short flight direct to Michigan, saving the East Coast trip for cooler weather and more familiarity with airplane and equipment. The luck was a cooling cloud cover for most of the trip, and light winds at every airport except Manistee. The surprises on the trip were how remote and heavily forested much of the southeast is, how the ridges and hills of Kentucky and surrounding regions limit the roads, but the best surprise was the extraordinarily friendly folks at airports in Johnson City, Tenn.; Big Sandy Regional in Ky.; Manistee, Mich; Lima Allen County, Ohio; Mount Sterling , Ky.; Knoxville Downtown; and Allendale County, S.C. They all asked me to stop in next time I came through… The RV-8 is a great sport plane, and fast, but even an O-320 can be thirsty if you run it hard at low altitude. You can fly an RV-8 cross country, but all-day trips are easier in an airplane with aluminum over head for shade, tricycle gear that laughs at gusty crosswind landings, and a wing that does not put square corners on the bumps, as one of the men at Johnson City put it. So why am I now spending idle moments planning a flight to Arizona?

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In Flight USA Celebrating 30 Years

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ARCH WINS

IN

GDYNIA

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August 2014

WIDENS CHAMPIONSHIP LEAD

Hannes Arch pulled a rabbit out of his hat with a thrilling victory in front of a giant crowd of 130,000 at the first ever Red Bull Air Race held in Poland. Austria’s Hannes Arch widened his lead at the top of the Red Bull Air Race World Championship to 13 points with a brilliant victory in front of 130,000 spectators in Gdynia last month, picking up his third straight win in Europe with some smart flying on the challenging track set up on the Baltic Sea. Britain’s Nigel Lamb was second while Matt Hall of Australia got his second straight third place as the two pilots flying the MXS-R planes once again put in stellar performances in the world’s fastest motorsport series to the delight of the crowd watching from the nearby beaches at the firstever race in Poland. Arch, who won the 2008 championship, now has 42 championship points at the midway point of the eight-race season. Britain’s Paul Bonhomme, the defending champion, was knocked out in the Super 8 round after getting a rare penalty and had to settle for his second straight fifth place, slipping further behind Arch on 29 points. Arch had lagged behind Bonhomme and Lamb in

Qualifying but found a new line to fly the difficult 270-degree “Marine Wall” turn faster than anyone else. Arch stopped the clock in 1:09.895. Lamb was second in 1:11.306, while Hall was third in 1:11.538. “I prefer to be the hunter than the hunted,” said Arch, who had struggled in training and Qualifying. “Being the hunter suits my style better, but I guess I’m going to have to get used to being the one that everyone else is hunting now.” Winning in Gdynia gave Arch his second victory in 2014 after he was first in Rovinj, Croatia and third straight win in Europe going back to 2010 when he was the Lausitz race in Germany. Arch was also second in Abu Dhabi to Bonhomme and second to Lamb in Putrajaya, Malaysia in the last race. Bonhomme was bitterly disappointed about being hit with a two-second penalty for flying too high through one of the 25-meter high Air Gates, a controversial ruling that dimmed his hopes of winning a third straight championship ahead

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of the next stop at home in Ascot, Great Britain in August. “From where I was sitting it looked alright to me,” Bonhomme said, adding that it was “bleeding obvious” that the fifth place in Gdynia would damage his championship hopes. “If it was a ‘benefit of a doubt judgment call, then I’d be pretty upset.” Results: 1. Hannes Arch (AUT), 2. Nigel Lamb (GBR), 3. Matt Hall (AUS), 4. Kirby Chambliss (USA), 5. Paul Bonhomme (GBR), 6. Nicolas Ivanoff (FRA), 7. Peter Besenyei (HUN), 8. Pete McLeod (CAN), 9. Michael Goulian (USA), 10. Martin Sonka (CZE), 11. Mathias Dolderer (GER), 12. Yoshihide Muroya (JPN); World Championship: 1. Arch 42 points, 2. Bonhomme 29, 3. Lamb 26, 4. Hall 21, 5. McLeod 18, 6. Ivanoff 8, 7. Sonka 8, 8. Muroya 7, 9. Chambliss 5, 10. Dolderer 4, 11. Besenyei 4, 12 Goulian 0

Hannes Arch now has 42 championship points at the midway point of the eightrace season. (Photo Red Bull Air Races)

GAMA ÅNNOUNCES 2015 AVIATION DESIGN CONTEST The General Aviation Manufacturers Association (GAMA) announced that it will hold the third Aviation Design Challenge in 2015. GAMA President and CEO Pete Bunce made the announcement at the Build A Plane Teachers’ Day event at EAA AirVenture. The nationwide competition to promote Science, Technology, Engineering, and Math (STEM) skills through aviation in U.S. high schools has attracted growing interest each year. In 2014, GAMA received entries from 79 schools in 33 states plus Washington, DC–nearly triple the number in 2013. Canby High School in Canby, Minn. and Saline High School in Saline, Mich. were the 2013 winners; Sunrise Mountain High School in Las Vegas, Nev. won in 2014. “GAMA is very pleased to once again sponsor this life-changing program to increase students’ knowledge of STEM and educate them about the many career possibilities in the general aviation manufacturing field,” GAMA President and CEO Pete Bunce said. “Almost all of our winners have said this experience has altered their professional goals and opened their eyes to aviation-related career paths, including piloting, engineering, maintenance, and manufacturing. I am very excited we can bring this

wonderful educational initiative to even more schools next year.” GAMA will provide the first 100 teachers who enter the competition with “Fly to Learn” curriculum, as well as five complementary copies of airplane design and simulation software powered by XPlane, for their classrooms. The lessons can be used to teach the basics of aerospace engineering and design. Students will learn to apply their knowledge to modify and fly their own virtual airplane in a fly-off to win an exciting prize. Grant Hanevold, the principal of Sunrise Mountain High School, wrote to GAMA after learning of his school’s win this year: “It was one of my fondest moments as a school principal. Thanks for providing this opportunity for my students and for the generosity of your board. This competition, and ultimate victory, will be life-changing for my kids. I can’t thank you and the board enough for what you do, and for the positive impact you are making in the life of a kid.” Teachers who are interested in learning more about the competition can send an email with their name, school name, and the school’s city and state to STEMcompetition@gama.aero. GAMA will release more information about the competition later this year.


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NASA TURNS OVER NEXTGENERATION AIR TRAFFIC MANAGEMENT TOOL TO FAA A new NASA-developed computer software tool designed to aid air traffic controllers was presented to the Federal Aviation Administration (FAA) during a ceremony at the agency’s headquarters in Washington. The Terminal Sequencing and Spacing (TSS) technology will enable air traffic controllers to better manage the spacing between aircraft as they fly more efficient approaches into airports, saving both time and fuel and reducing emissions. TSS is the another step in NASA’s support of the development of a Next Generation Air Transportation System, or NextGen, which is a joint multi-agency and industry initiative to modernize and upgrade the nation’s air traffic control system. “With TSS, NASA’s aeronautics innovators have delivered to the FAA another valuable tool that will soon benefit our environment, our economy and every individual traveler,� said Jaiwon Shin, NASA’s associate administrator for aeronautics research. The software enables the routine use of what are called Performance Based Navigation procedures, resulting in fewer course and altitude changes, while also reducing the frequency of necessary communications between controllers and pilots. The TSS tool provides information to controllers about the speeds they should assign to aircraft as they follow fuel-efficient, continuous-descent arrival procedures while passing through a region of airspace surrounding an airport called the TRACON (Terminal Radar Approach Control), covering a distance from an airport of about 50 miles. NASA’s Airspace Systems Program, which is part of the agency’s Aeronautics

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Research Mission Directorate, began the research that led to the development of TSS in 2009 with prototype development beginning in 2011. NASA used these prototypes to test TSS in 16 high-fidelity simulations involving controllers and pilots. The FAA is working to implement the tool in the next five years, targeting an initial operating capability around 2018. The initial site has not yet been determined and implementation will depend on funding availability. Through a highly effective technology transfer process enabled by the NASA/FAA Research Transition Teams, NASA has delivered to the FAA three other key software tools that enable more efficient air traffic and fuel savings. For more information on NASA’s NextGen initiative, visit: go.nasa.gov/ 1rnOyeE For more information about aeronautics research at NASA, visit: www.nasa.gov/aeronautics

GAMA, HARTZELL PROPELLER TESTIFY ON U.S. AVIATION MANUFACTURING General Aviation Manufacturers Association (GAMA) President and CEO, Pete Bunce, and Joe Brown, President of Hartzell Propeller, Inc., and Vice Chairman of GAMA, testified before the U.S. House Aviation Subcommittee on the challenges and opportunities for U.S. aviation manufacturing. In their testimony, both Bunce and Brown emphasized the importance of

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implementing changes to the FAA’s certification process, reauthorizing the Export-Import Bank of the United States, and maintaining and strengthening the United States’ role as an active, engaged international leader in aviation. While the FAA has developed plans to improve its process for certificating new aircraft products and technologies, t Continued on Page 44

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August 2014

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.

THE 35TH ANNIVERSARY Dear Readers: July 2014 marks another proud milestone for the Aviation Safety Reporting System, the 35th anniversary of CALLBACK. Captain Rex Hardy, a decorated Naval Aviator and corporate test pilot, created the monthly safety bulletin, CALLBACK in 1979. Rex’s vision of a short, readable, and informal format to present the ASRS “lessons learned” was an immediate success. With his insight, talent, and determination, CALLBACK evolved into a widely recognized, awardwinning publication. When Rex Hardy retired after producing the first 100 issues, the very capable and talented Dr. Rowena Morrison was able to step in and carry on the intent and spirit of Rex’s creation for 230 more issues. Perhaps this letter from a reader offers the best tribute to the efforts of all the people at ASRS who have contributed to 35 successful years of CALLBACK. “I congratulate the ASRS staff for continually producing one of the finest aviation safety tools in the industry. The quality is in your editing – nice use of themes, narratives always to the point without scolding. The slick magazines have similar products…[and] serve a useful purpose, to be sure. But it is only CALLBACK, which makes my spine tingle and butterflies fly in my stomach when I think, “That could have been ME,” as I read the narratives each month. Please know the widespread appreciation we in the piloting community feel for your fine work. “Callback” is a great return for what I am sure is a miserly amount of tax funding. Some other agencies could take a lesson from you folks.” – J.U. We appreciate the kind words, but we also recognize that it is the generous input from people who are willing to share their observations and lessons learned that constitutes the heart of CALLBACK. The entire aviation community is indebted to every person who takes the time to submit a report to ASRS. – Don Purdy, Editor

Many ASRS reports include a statement about the lesson (or lessons) learned by the reporter. Rather than the usual report narratives, this anniversary issue of CALLBACK presents several important lessons culled from reports submitted to NASA’s Aviation Safety Reporting System. Taking the time to share a lesson learned is a good thing and, as mentioned earlier, we appreciate all of the reports submitted to ASRS. By heeding the advice offered below, however, you may avoid an error or incident.

Time Pressure • My first mistake came from reacting much too quickly. Take your time. Run the checklist when appropriate. Verify important switches with the other pilot before you move them. • To the extent possible, always get prepared on the ground, not while in the air. Don’t let external pressures make you rush to do something without being thoroughly prepared. • I was making a rushed approach to land. I have learned that when I am rushed, I really need to take the time for the checklist.

Automation • I have learned a valuable lesson about my responsibility to make timely inputs to the aircraft when I realize that the automation isn’t doing what I expect it to do. • Aircraft are machines subject to malfunction, and we pilots who operate them are humans subject to human error. As a pilot who plans on remaining on the line, I have learned a valuable lesson – monitor the autoflight system like a hawk. • I must keep in mind that the buttons on the Flight Guidance Controller are myth and what displays on the PFD (Primary Flight Display) is truth. In other words, I can’t rely on the aircraft to do what I command by simply pressing a button. I must verify that the plane is doing what I command by seeing what is displayed on the PFD. • I was counting on the autoflight sys-

OF

CALLBACK

tem to fly the departure as it was supposed to, and I got a little lax. Lesson learned! Garbage in, garbage out! If the route isn’t in there or it drops out, you’re not going to fly what you’re thinking you’ll fly.

Fuel • We thought we had a pretty good handle on our fuel state. Another minute or two of fuel and we would have made it safely to the airfield. • From now on, I’ll visually check the fuel myself and I’ll keep track of the fuel I’m using in flight. • Next time, I’ll make sure I have enough fuel for the unexpected, and I hope others might be able to do the same without learning the hard way.

Weather • I learned that it is better to divert early than to press on in deteriorating conditions hoping for a positive outcome. No one should attempt to “scud run” in marginal VFR conditions as I did – with a near disastrous result. Never again! • Even though I have been flying for a number of years, I learned a valuable lesson about how fast weather can close in and how stupid it is to “assume” that the weather will clear.

Miscellaneous • Not knowing if the other aircraft was being provided advisories shouldn’t have been a factor. It’s always, “see and avoid” out there. • They say a good approach leads to a good landing. Early recognition of a bad setup will enable a go-around and prevent getting “into the hole” where few options remain. • Always have Plan B ready in case something goes wrong – because it will. • Line check airmen can make mistakes. • Never get distracted from the first priority – fly the airplane! • In retrospect, doing a go-around to troubleshoot the problem wasn’t too smart. We had a perfectly good runway

right in front of us. • I blame the mistake on simple overconfidence. Experience, it seems, is no replacement for doing one’s homework. • I learned that if ever there is a doubt, not only as to what ATC said, but also what they meant, I should become absolutely clear about ATC’s instructions, especially before taxiing onto an active runway. • It has been my experience that radio transmissions shouldn’t be made to aircraft during the takeoff roll unless absolutely necessary. • Looking back on it, I learned two things: 1. Take the time necessary to do the work right even if there is pressure to get the plane out. 2. Always check the part number, no matter who says it’s the right part. • The timely and accurate flow of information from the cabin to the cockpit was vital in resolving the situation. Lesson learned: CRM (Crew Resource Management) works! Once in a while, a spelling error, an unusual situation, or a witty comment from a reporter can add a little spice to the thousands of reports screened by ASRS analysts every month. Here are a few examples: • I no longer believe my problem was fuel exhaustion, but possibly carb ice. This was the first carbonated airplane I had ever flown. • No APU or ground power was available, so we did a crossbreed start. • Event: Bird strike on Captain’s forward windscreen. Cause: Bird was apparently texting. • It was very dark in the ramp area, and the pilot didn’t have any lights on the airplane. His left wing struck a sign that said, “This is not a taxiway.” • Tower said, “[Callsign] turn left and cross Runway 24L and contact ground on the other side.” I informed him that we were unable to comply, as we were still on final. • The Captain rounded out a bit late, touched down, and skipped back into the air. He was also tired and, not realizing we were airborne again, he pulled the speed brake lever. This time we knew we were on the ground.


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A BEAUTIFUL DAY IN MASSACHUSETTS AOPA Takes over Plymouth for Third Fly-In

FLY WITH CONFIDENCE

By Julie Summers Walker AOPA lue skies and temperatures in the 70s greeted the more than 2,250 visitors to the third 2014 AOPA Fly-In in Plymouth, Mass., July 12. “It’s a beautiful day in Massachusetts!” declared AOPA President Mark Baker to a packed crowd at his Pilot Town Hall, which capped off a day that couldn’t have been more perfect for a fly-in. The quintessential New England airport welcomed its guests with an early morning breakfast, with pancakes and sausage patties for the early risers who enjoyed a crisp Northeast morning. That started a day in New England that could have been carved out of a Currier and Ives print. Aircraft of every shape and size – including more than a few seaplanes – arrived all morning. Those hearty New England souls who know the joy of camping under a wing on a full-moon night had arrived Friday evening and pitched tents; more than 45 campers were on the field. It wasn’t just bucolic skies and camaraderie that enticed the many visitors, but food, fun, and a chance to discuss aviation issues with Baker and staff. Food trucks from the New England area descended on the field. Seven trucks offering a variety of food–from local seafood to Asian specialties–was offered free to AOPA members and their families. The seafood truck sold out but dashed away to bring back more. Because of the region of the event, it was evident that many members knew one another. Old friends greeted one another and swapped hangar- flying stories. New friends remarked on the fun of having an event within easy reach. “This is fantastic,” said Chris Willenborg, Massachusetts state aeronautics administrator. “Massachusetts is so happy to be selected for this event.” He brought his daughter Amelia, 10, who said she was having a great day too. Her favorite activity was sitting in a helicopter. Close to 500 aircraft flew in to Plymouth and reliever airport Taunton Municipal for the event. Some 36 exhibitors were also in attendance, and

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Dozens of airplanes lined up at Plymouth. (AOPA) more than 260 volunteers in addition to AOPA staff conducted the event. At midday, all eyes turned to the sky as Mike Goulian, the airshow performer who is based at Plymouth, whipped his Extra up, up, and over the crowd, providing a superb demonstration of aerobatic skill. The many children in the crowd shouted, “Where is he? Where is he?” as Goulian darted through the puffy clouds. Then, “I see him! I see him!” to cheers and laughter. Meanwhile, seminars were packing in attentive listeners. From AOPA Foundation President, Bruce Landsberg, to AOPA Senior, Editor Dave Hirschman, the expert seminars provided great educational opportunities throughout the day. Friday evening, the AOPA program for “Rusty Pilots” hosted 75 people planning to knock the rust off and get back into flying. Baker concluded the day with his Pilot Town Hall meeting. He acknowledged a number of issues currently concerning the association, such as third-class medical reform, threats of user fees and illegal search and seizure, and the recent dues increase. First, though, he honored a 55-year member with a framed photograph of his own Beech 18, photographed for the cover of AOPA Pilot magazine. Baker introduced AOPA Eastern Regional Manager Sean Collins. Collins said, “The Northeast is truly a great place for aviation.” “We think these fly-ins are what you want,” Baker said. “We want to reach into the community; give you what you want – a low-cost local event. I hope you’re glad we came.” The resounding applause indicated that everyone was. The next AOPA Fly-In will be held in Spokane, Wash., Aug. 16

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Banyan Air Service recently received the 2013 Garmin platinum award for excellent sales performance as part of the Garmin International avionics distributor network. Banyan has received similar recognition throughout the past 12 years for consistently ranking among the top distributors of Garmin aviation products. Joe Stewart, Garmin International aviation regional sales manager, presented the award to Don Campion, president of Banyan, and the Banyan Pilot Shop team. Then he presented it again in a second ceremony to the Banyan Avionics team. “Banyan has been among the top tier of authorized Garmin sales and service centers for many years, and it is my pleasure to recognize them with this award,” said Stewart. “Our avionics team and our pilot shop team are extremely honored by this award,” said Don Campion. “Garmin products are very popular. Customers want the latest Garmin products, such as the D2 GPS pilot watch and the VIRB action camera available in our pilot shop, and they also want aircraft upgrades such as the Dual Garmin 600 Glass Cockpit

Joe Stewart presented a Garmin Platinum Award to the Banyan Pilot Shop team for their excellent sales performance as part of the Garmin International avionics distributor network. upgrade that our avionics department recently completed on a Pilatus PC-12.” All the latest handheld Garmin avionics can be found in the Banyan Pilot Shop located at Fort Lauderdale Executive Airport or online at BanyanPilotShop.net. Information on Garmin installations is available online in the avionics section at banyanair.com. Banyan Air Service, based at Fort Lauderdale Executive Airport (KFXE), is an award-winning FBO offering turbine airframe and engine maintenance, avionics, aircraft sales, parts solutions, Jet Runway Café and Banyan Pilot Shop.

GAMA, Hartzell Testify Continued from Page 41 too often implementation of needed changes has not resulted in the intended improvements, Bunce told the Subcommittee, which is chaired by U.S. Congressman Frank LoBiondo (R-N.J.). Bunce cited as one example the FAA’s inability to change its policy of sequencing, which delays certification programs. After repeated public comments and proposals to replace sequencing, manufacturers remain frustrated that the current policy remains in place, making the FAA certification process unpredictable and uncompetitive for many companies. Bunce and Brown also cited implementation problems with the FAA’s use of the Organization Designation Authorization (ODA) program. Manufacturers and the FAA have invested significant resources in establishing and qualifying ODA organizations. However, the practical implementation and use of the ODA program has been inconsistent from one region to another and even from project to project for the same manufacturer. This inefficiency adds significant delay and cost to certification programs–not only for those manufacturers that have an ODA but also for other standard certification projects that are waiting on these FAA resources. Brown highlighted the importance of exports to Hartzell, a 300-person company based in Piqua, Ohio, and founded

in 1917. A decade ago, total export sales represented about 30 percent of the company’s revenue; today, exports represent 50 percent of revenue. In growing these exports, both Bunce and Brown noted the importance of the Export-Import Bank to general aviation manufacturers. In fact, because of the uncertainty surrounding the Bank’s reauthorization on his customers, Brown announced that his company’s capital investment project list had been cut by 50 percent for 2015. The Bank’s current authorization expires on Sept. 30, 2014, and GAMA and Hartzell both support its reauthorization. By adopting policies that promote growth, policy makers can ensure that the United States continues its position as a global leader in aviation, both Bunce and Brown said. “Anything we do in policy making that hurts our industry’s time to market or entry into new markets will have an exponential impact on the incredibly diverse employers making up the U.S. aviation supply chain,” Brown said. Bunce called on the FAA and Departments of Transportation, State, and Commerce to demonstrate international leadership because, “While the potential to grow general and business aviation globally is tremendous, industry expansion will only happen through concerted policy and technical level engagement on a region-by-region basis.”


August 2014

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The Pylon Place

AIRVENTURE 2014 s we are going to press, we are still enjoying our time at Airventure 2014, or, as it is commonly known in the Aviation World, Oshkosh. The AirVenture Cup just wrapped up for the year. This year, going from Mitchell, S. Dak. to Mankato, Minn. and then onto the finish line at Wausau, Wis. At that point, everyone would fly to Oshkosh to put their aircraft on display and spend the next week telling stories about their adventure on the 400nm racecourse. This year’s AirVenture Cup is the 17th running and celebrates the world’s fastest cross-country air races. Harking back to the spirit of the Bendix Trophy, the AVC is flown to “unite aviation’s rich history with its promising future.” This year’s AVC had several familiar faces in the ranks. Creighton King of Formula 1 and Cassutt fame were there, and unfortunately, he had a canopy issue and did not make it to Oshkosh as he had hoped. He is busy repairing some damage so that he can make Reno. Fingers crossed, Creighton! The Sport Class was well represented, with Lee Behel and his son, Jay competing against each other, and Vicky

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John Parker and his Blue Thunder II. (Anthony Taylor/Warbird Fotos) Benzing in her new Lancair as well as John Parker, Tony Crawford, Charlie Greer and Klaus Savier putting in there appearances. It is nice to see that the racing spirit moves from one venue and type of racing to another. All in the name of speed! By now, many of you have heard of the demise of Miss Picabo, the stunning Thunder Mustang built by Fred Roscher and flown last year by Brant Seghetti in the Sport Class. Fred went to PRS in June hoping to race his own this year. Unfortunately, Miss Picabo is a total loss after an off airport landing. Fred and his passenger, Jim Adams, are okay. And that’s what really matters.

More on the Sport Class…

Fred Roscher in Miss Picabo. (Anthony Taylor/Warbird Fotos)

The news from the Sport Class is good with 40 entries flying in four heats, the Sport Class is getting even more popular. Within the Class, they are now awarding beautiful “type” trophies for the fastest airplane of a particular type any time we have two or more of that type. Sophomore Andrew Findlay has new turbos for his airplane and is promising a lot more speed. Jeff Lavelle will be back and as fast as ever. John Parker

SANTA MONICA AIRPORT LAND USE CHANGE MAKES NOVEMBER BALLOT By Benét J. Wilson AOPA AOPA, along with the National Business Aviation Association, the Santa Monica Airport Association, and local aviation businesses, have supported the effort of local residents to have a say in land-use decisions in their city. “The number of signatures collected on this issue is unprecedented and was the largest number in the history of any bal-

lot measure in the city,” said Bill Dunn, AOPA vice president of airport advocacy. “City residents clearly want to have a say in decisions that will impact the face of the city forever.” A Part 16 filing was submitted with the FAA on July 2 to oppose efforts by the city, which claims its obligations with the FAA expire, to close the airport on July 1, 2015. The FAA, however, has long claimed that the airport must operate long-term under an Continued on Page 47

plans on pushing him – and based on his qualifying speed last year, he just may be able to do it. Kevin Eldredge will bring Relentless with the full support of Titan Engines behind him, so he should be something to watch. Lee Behel will have the GP-5 fresh from his World Record setting flights in Mojave earlier. And Lynn Farnsworth has Aerochia’s undivided attention this year, so expect him to be fast as well. The tally shows two Thunder Mustangs are entered, four Super Legacies, two Super Glasairs an NXT, and a GP-5! They won’t all make it into the Gold Championship – one or more will be Silver. Imagine that much speed! Bottom line is – Lee and his team have done an amazing job of publicizing and leading the Sport Class. I remember their first years on the ramp with just a few aircraft. Things have changed.

More News Next month, we will cover more about what to expect in each of the class-

Lee Behel racing in the Jet Class in American Spirit. (Anthony Taylor/Warbird Fotos) es. But for now, we know RARA is expecting 18 Unlimiteds and relatively full fields in all the other classes. If you haven’t already done so, buy your tickets, and we’ll see you on the ramp! Special thanks to Anthony Taylor for his photos again this month! Until next time... Fly low, fast and turn left!

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In Flight USA Celebrating 30 Years

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FLYING TIGERS MUSEUM DEDICATION The seeds were planted in 2006 during one of our annual American Aviators VIP Tours of China when tour leader and retired UAL captain Larry Jobe and Major General JT Whitehead embarked on a plan to save access to the Command Cave used by Gen. Claire Chennault and his Flying Tigers during WWII. Those seeds have now grown into a 16,000square foot museum built next to the cave, which will now be the centerpiece of the Flying Tiger Heritage Park outside exotic Guilin, China (the most painted area of all of China). Larry and Gen. Whitehead formed the Flying Tiger Historical Organization to raise awareness of this remarkable shared history with the Chinese people and to solicit artifacts for the museum as well as

seek tax-deductible donations for the retro-fitting of the command cave to its WWII appearance. We have just shipped an additional half-ton of artifacts to the new museum to be added to those already brought there on previous tours. A visit to www.FlyingTigerHistoricalOrganization .com will lead you to the history of the famous Flying Tigers packed into the quarterly newsletters as well as original photos and park and museum information – plus a video clip of the 2013 flag-raising ceremony held at the site of the museum then nearing completion. The mission is not only to preserve our shared history but also to promote continued friendship between our two peoples built initially by the special bond formed between the Flying Tigers and the Chinese people. The

ON

August 2014

NEXT CHINA TOUR

Chinese have never forgotten what the Flying Tigers did for them in WWII in helping to save their country from the Japanese invasion. The Flying Tiger Historical Organization has held numerous special events, including one at the Chinese Embassy in Washington, DC last fall and is hosting another one this fall at the Chinese Consulate in San Francisco. They were special invited guests this May in Beijing at a conference to commemorate the CPAFFC’s 60th anniversary (a group formed by the Chinese similar to Eisenhower’s People To People organization formed in 1956). The week’s visit began with a very special private meeting with Vice Premier Liu Yandong that also included family members of Flying Tiger

Glen Beneda and the production team of a new 38-series docudrama on the story of Beneda’s rescue in China during WWII, The Blood Chit, which will air soon in China. To commemorate the new museum, a very special Dedication Ceremony will occur during our 11th Annual American Aviators VIP Tour of China in March 2015 and our tour group will once again be treated as a special delegation. A 75to-100-piece band will be flying to China from LA to play at the Grand Opening Ceremonies. There will be some very special people with us for what could possibly be our last tour. Full details of this special China tour can be found at www.TravelAire Tours.com.

AVIDYNE ANNOUNCES CERTIFICATION OF IFD540 FMS/GPS/NAV/COM Plug-and-play, panel-mounted FMS/ GPS/NAV/COM provides hybrid touch-screen user interface, highly capable FMS with full airway flight planning, and expansive interface capability. Avidyne Corporation, a leading provider of integrated avionics and safety systems for general aviation aircraft, recently announced that they have received Technical Standard Order (TSO) approval and an Approved Model List Supplemental Type Certificate (AML-STC) from the Federal Aviation Administration (FAA) for installation of the IFD540 FMS/GPS/NAV/COM system in more than 1,000 aircraft makes and models. “The IFD540 gives aircraft owners a truly exceptional choice over anything else available today for GPS and VHF NAV/COM capabilities,” said Patrick Herguth, Avidyne’s Chief Operating Officer. “The IFD540 delivers the perfect combination of touch screen and dedicatedbutton user interface, making it much easier and more enjoyable for pilots transitioning from previous-generation systems.” “The IFD540 adds significant improvements in functionality and ease of use while providing huge cost and time savings for a large number of aircraft owners looking to upgrade their obsolete GPS systems,” said Dan Schwinn, Avidyne’s President and CEO. “Our ‘plug-and-play’ strategy opens up a huge market for aircraft owners who want new features like rubber-band flight plan editing, WAAS and ADS-B, but at a lower cost and with quicker installs.” The IFD540 is the centerpiece of Avidyne’s previously-announced stack of

plug-and-play panel-mounted avionics, which also includes the AMX240 Audio Panel and the AXP340 Mode S ADS-B Transponder, both of which are already TSO’d and available now. A smallerscreen version of the IFD540 called the IFD440 FMS/GPS/NAV/COM is planned for availability later this year. Rounding out Avidyne’s panel-mounted avionics stack is the DFC90 digital Autopilot with Envelope Protection (EP®) and Envelope Alerting (EA®), which has already been certified on a number of aircraft including Cirrus SR20/22, Piper PA-46, Beech Bonanza series, and Cessna 182 series.

About the IFD540 The IFD540 FMS/GPS/NAV/COM includes a highly capable Flight Management System (FMS) and VHF navigation and communication capability. The IFD540 meets TSO-C146c for full SBAS/LPV approach guidance, including easy-to-use flight planning, “one-touch” victor airway and jet-route navigation, and Avidyne’s innovative GeoFill™ waypoint nomination. The plug-and-play IFD540 is a slide-in replacement for obsolete GNS530-series navigators, providing a 5.7-inch diagonal high-definition color display with 10 percent more screen area, 400 percent more pixels, and 65,536 colors versus eight colors on the 530/W. The

versatile IFD540 has a much easier to use button and touch-screen “hybrid touch” user interface that provides easy map panning and rubber band flight plan editing. It’s extensive I/O is designed to integrate with all of the existing equipment with which the 530 system previously operated, including a long list of PFDs, EFIS, CDIs, HSIs, remote sensors, discrete, autopilots, MFDs, etc., along with about 20 additional interfaces. And because it’s the same physical size as the old 530/W, it fits into the same tray, uses the same antennas, and can be installed with no wiring changes. It makes an incredibly easy and affordable retrofit for any general aviation aircraft. Featuring a 10-watt, 8.33 kHz, twochannel VHF communication radio— with an option for 16 watts—the IFD540 also includes a two-channel VHF NAV/VLOC with automatic frequency nomination and one-touch Frequency List tuning. Active and standby COM frequencies are automatically decoded and the names of the stations are displayed in plain English for easy station recognition and as a handy reminder of the agency to which you will be transmitting when pressing the push-to-talk button. All IFD540s include Jeppesen® Electronic Approach Charts and Airport Diagrams and also include an integrated Terrain Awareness and Alerting feature with Forward-Looking Terrain Alerting

(FLTA) capability. Charts, navigation, and obstacle databases are updated via the IFD540’s bezel-mounted USB port using a standard jump drive. The USB port on the IFD540 is also approved for charging handheld devices such as iPads and smartphones for added convenience. The IFD540 also meets the navigation accuracy and integrity requirements to be the position source for “ADS-B Out” installations. Coupled with the AXP340 Mode S Transponder, Avidyne provides a fully rule-compliant solution to meet the ADS-B mandates in the U.S. and internationally. The IFD540 and IFD440 also include integrated WiFi and Bluetooth® capability. For more information, visit www.avidyne.com


August 2014

www.inflightusa.com

OODIES AND ADGETS

47

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.

Guardian Avionics is Launching a New Connected Cockpit System We are excited to introduce a brand new product to the aviation industry. The FMS 650 is a state-of-the-art connected cockpit system. The unit is installed in your panel and communicates via the RS232 data bus. Bluetooth technology provides multiple data feeds from the

FMS 650 to as many as six iPads or iPhones. Pilot(s) and passenger(s) can view real time GPS, engine, and instrument data on their handheld device(s). Additionally, the FMS 650 is engineered with two Smart USB chargers, which provide fast and efficient charging to all your portable electronics. These features are in addition to our standard CO Detector safety features. The FMS 650 combined with our Pilot FMS App will automatically record engine

40 YEARS Aircraft Tool Supply, recognized internationally as a leading manufacturer and distributor of sheet metal tools, riveting products, inspection equipment, and aircraft engine maintenance tools, is pleased to announce that 2014 marks the company’s 40th anniversary! Aircraft Tool Supply was the brain child of Mr. Frank W. Barber. He started the company in 1974 in a small machine shop located in Novi, Mich. Desmond Lynch later joined the crew at ATS in 1990. As two former military members,

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and flight data onto your iPad or iPhone. After your flight, the flight data can be automatically uploaded to a secure cloud through a Wifi connection. The secure cloud stores all your engine data, takeoff(s), landing(s), and flight time. The data can be viewed and analyzed later on an iPad or computer in the comfort of your home or shared with your aviation technician. Orders for the FMS 650 can be placed on our website at www.guardianavionics.com or by calling

FOR

they joined forces to modernize and change several factions of the company. Des with his computer skills, and Frank with his knowledge and the tools needed to maintain them, brought ATS into one of the front-runners of the aviation industry. Aircraft Tool Supply has received numerous admirations for its Pro Series line of tools with a lifetime warranty, making this offer supreme in the industry. The company is also recognized for the manufacturing of several classic aviation

our office at 520-889-1177.Guardian Avionics a division of CO Guardian LLC have been selling CO Detectors and Pulse Oximeter’s for General Aviation aircraft since 2001. We are standard safety equipment on Cessna, Cirrus, Piper, Diamond, and Beechcraft.

AIRCRAFT TOOL SUPPLY

tools, including the Time-Rite and Spark Plug Cleaner and Tester. Today, Aircraft Tool Supply is owned by Desmond Lynch and employs 22 dedicated workers. As one of the top distributors of aircraft tools, ATS prides themselves with exceptional customer service and constant growth. Over 500 new products have been added to their inventory in the last three months, filling the shelves. A new catalog was published in July introducing several of those new products. They have a large presence

online and throughout social media outlets. For more information regarding Aircraft Tool Supply products, please visit www.aircraft-tool.com.

GRT AVIONICS AND PS ENGINEERING BRINGING A REMOTELY MOUNTED INTERCOM TO THE LSA AND EXPERIMENTAL MARKET

GRT Avionics and PS Engineering have teamed up to bring the world’s first remotely-mounted dedicated intercom to the Experimental and Light-Sport marketplace: the PRI30EX, a lightweight, four-place high-fidelity intercom designed to work with the GRT HXr EFIS system. The PRI30EX is a variation of the proven and popular PM3000 with a serial interface instead of the manual controls. GRT HXr pilots can now control all of the functionality and enjoy the audio quality of a PM3000 through a dedicated menu on the GRT’s HXr EFIS system.

The HXr is GRT’s most popular EFI-inch screen and dedicated remote avionics control suite. With the intercom mounted out of the way, the HXr’s simple pilot interface gives the pilot easy access to all of the capabilities they would normally enjoy with a PM3000 while freeing up valuable instrument panel space for the large EFIS screen. Previously, the only remote intercom available was PS-Engineering’s PAC15EX, a four-place intercom and audio panel combination ideal for HXrequipped Experimental and Light-Sport aircraft with multiple radios.

“PS Engineering created the PRI30EX in response to requests of our HXr customers building VFR aircraft with single radios that did not need the full audio panel capability of the PAC15EX, but wished to have the highquality remote intercom at an affordable price,” said GRT Avionics marketing director, Katie Bosman. “We were able to work together to create a solution to our customers’ needs, and I’m thrilled that it comes with a price tag of under $500.” GRT Avionics and its partner company, Grand Rapids Technologies, have been an industry leader in electronic

flight instrumentation systems for experimental and light sport aircraft for over 20 years, manufacturing glass-cockpit EFIS and engine monitor systems in Grand Rapids, Mich. Please visit http://www.grtavionics.com for more information. PS Engineering, Inc. has been dedicated to the advancement of audio control systems for over a quarter of a century and has been responsible for many of the innovations that the pilot community has seen in the art of audio.

development that would add to Santa Monica’s well-known traffic problem. Just as importantly, airspace restrictions around Santa Monica Airport protect residents from the development of high-rise buildings within many miles of the field in all directions. “The residents of Santa Monica have sent a clear signal that they want to determine the future of their airport, and we’re pleased they’ll get that chance in the

November election,” said AOPA President Mark Baker. “Voters recognize that the airport is a valuable and irreplaceable asset, and they don’t want to lose it. AOPA will continue to support their efforts to protect the airport and ensure it stays open and operating for many years to come.”

Santa Monica Airport Continued from Page 45 earlier agreement with the city. Additionally, the Part 16 filing argues that the city’s acceptance of FAA airport improvement funds obligates the city to comply with FAA grant assurances until 2023. “Voters will resolve one simple question: should Santa Monica voters be asked for their approval before politicians, developers and special interests can convert 227 acres of low-density air-

port land for their own purposes,” said John Jerabek, a member of Santa Monica Voters for Open and Honest Development Decisions, the sponsor of the initiative. “We think the clear answer is yes. Voters have a right to decide a land use issue that would fundamentally impact the character of Santa Monica.” Jerabek noted that the low-density land use at Santa Monica Airport protects the community from higher-intensity


In Flight USA Celebrating 30 Years

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August 2014

PACIFIC COAST AVIONICS IS A GARMIN TOP TEN DEALER 18 YEARS IN A ROW Pacific Coast Avionics has announced their recognition as Garmin Elite Platinum Dealer for 2013. Wayne McGhee, Garmin Western Regional Sales Manager, presented the award on July 10. In making the announcement, Dewey Conroy, Vice President and General Manager of Pacific Coast Avionics said, “Our Company has held the status of a Top Ten Elite Garmin Dealer every year since 1997, and we are pleased to continue that designation for calendar year 2013. This is a particularly prestigious designation since there are over 800 Garmin dealers worldwide.”

Commenting on the Elite Platinum Dealer accomplishment, Conroy said, “The Garmin product line is made up of a broad range of excellent avionics products. When you combine that with the technical expertise of our staff along with our fabrication and installation capabilities, the results speak for themselves. Garmin’s full range of hand-held and panel-mounted products has enabled us to respond to any and all of the avionics requirements we encounter with our customers. From individual hand-held instruments to complete panel re-design and installation, there are Garmin prod-

There are over 9,921 grass strips in the U.S. The Husky can easily land in all 9,921. How many can you get into? “HuskyPilot” isn’t a rating; it’s an achievement in lifestyle. It’s for people who appreciate flight. Because a Husky isn’t a means to an end, it’s an end onto itself. It makes “getting there” more exciting, insightful and fun than “being there”. Forget about flight levels. Think about treetops, shorelines, river banks and those amber waves of grain.

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Wayne McGhee, Garmin Western US Regional Sales Manager, with Dewey Conroy, Pacific Coast Avionics Vice President and General Manager ucts to fit every need.” facility can accommodate a wide range Pacific Coast Avionics has become of personal and business aircraft up to known for its full custom panel installaand including business jets. Pacific Coast tions and has completed custom panel Avionics is an FAA approved Repair installs on a wide variety of piston, turboStation, No. OPXR455L, Airframe and prop and jet aircraft since 1994. Pacific Class 1,2, and 3 limited instrument. Coast Avionics is also recognized as a For complete details, contact Dewey major supplier of avionics, instruments Conroy, Vice President and General and pilot supplies to customers worldwide Manger, at 503/678-6242 or fax 503/678and provides sales and service representa6292. You can also visit the Company tion for all major avionics manufacturers. website at www.pca.aero or email Pacific Coast Avionics is located on info@pacific-coast-avionics.com Aurora State Airport just south of Portland, Oreg. Its 14,000 square foot

WATSONVILLE FLY-IN CELEBRATES ITS GOLDEN ANNIVERSARY With 50 years of experience, this iconic fly-in is breaking records with a half-century history of holding one of the best local fly-ins in the country. Located about 40 miles south of the San Francisco Bay Area, Watsonville is easily accessible to virtually all corners of California and only a couple of miles from the scenic Monterey Bay. Scheduled for Oct. 11 and 12, Hank Wempe, Fly-In & Air Show President, issued an interesting caution for those planning to attend this fun event, “Be ready to fall in love with our airport, people and surrounding area; you’ll get hooked. You will have to leave the heat and humidity of central California behind and enjoy a green world of beauty that may be unfamiliar to

Southern Californians. Just visiting our region is reason enough to attend the flyin, but our line-up of activities is the real icing on the cake.” Wempe continued, “We are keen to make this is a fly-in in which visitors can participate, with antique and classic airplanes on display, along with fly-bys that let you see these planes in action.” Add to that, warbirds, airplane, helicopter and balloon rides, antique and high performance autos, gourmet food and venders of all kinds, and you have a 50th anniversary worth attending. But wait, there’s more! Vickie Benzing will be performing in her antique tail dragger and Dr. D will bring back a feel of the past in a clipped Continued on Page 49


August 2014

www.inflightusa.com

VICTORY GIRL COMPLETES ART FOR MARCH FIELD AIR MUSEUM

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JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT LARRY: HELP! I need a Kick-A-- ad for this airplane. It’s a TREASURE and it needs to be sold ASAP or I’ll lose the bet! Editor:

Too Late. You missed the deadline!

LARRY: STOP THE PRESS! Editor: Victory Girl recently completed the March Field Air Museum’s B-17G nose art, Starduster on left and right sides of the aircraft, as it sits on display outside the Museum doors. This B-17G (446393) was built in Southern California, under license from Boeing at the Douglas plant in Long Beach, and delivered to the 97th BG, 15th AF, Army Air Corps in July of 1944. It flew briefly in North Africa, before being commandeered to Italy for the head of the Mediterranean Allied Air Forces, General Ira Eaker. Eaker named the Fortress Starduster and had the art featuring a cheery ensign, standing atop a cloud in khakis dusting off a set of stars with a feather duster. Starduster served in the US Air Force until it was sold as surplus in 1955. It was transferred to the Bolivian Army in 1956, and modified for use as a cargo plane. The flight controls were updated to allow all flying from the right seat. Starduster flew in Bolivia for the next 25 years, being the last operating B17 in Bolivia when it was returned to the United States. In early 1981 it was flown to March Air Force Base. Starduster has 13,000-plus flight hours logged, and was restored by the March Field Air Museum

Huskyy Forr Sale

(Photos Courtesy of Victory Girl) in 1997, with support from the 97th BG. Jeff Houlihan, Senior Curator of the museum provided Victory Girl early color photos of the artwork, when it was flown for General Eaker. Victory Girl used paint methods and processes very much like the soldiers of WWII; loose hand-drawn artwork, painted outside with the elements (in the summer in Southern California – that’s kind of like North Africa…). March Field Air Museum and Victory Girl will soon be partnering up to create the nose art for their B-26 Maurader. See the Victory Girl website at www.victorygirl.com for many other nose art projects they’ve completed, or like them on Facebook at www.facebook.com/VictoryGirlNoseArt.

Watsonville Fly-in Continued from Page 48 wing T-Craft performance inspired by the legendary Duane Cole. Yet to be announced are other performers and the potential of military participation. There will be a lot of surprises. The past will also be celebrated with a special tribute to be paid to the late airshow star, Eddie Andreini. And be sure to talk to local pilots, who will remember the vital role Watsonville Airport played, following the disastrous Loma Prieta earthquake of 1989. According to Theresa Byers, Airport Special Project Manager, “The Watsonville Fly-in is a local tradition that we want to share with as many people as possible. Admission is free to those fly-

After reading your column... this is a test! (See Larry’s column on page 26.) ...Okay Larry, here it is!!

ing in. The Airport is even offering fuel discounts, so plan to tank up and take some cheap gas home! We invite one and all to join our family reunion and take a trip down memory lane with past Grand Champions, classic planes, cars and the names of frequent attendees, like the late hero, Jimmy Doolittle. Best of all, meet the folks of Watsonville.” For those flying in, be sure to visit www.watsonvilleflyin.org for more details and the fly-in NOTAM. GPS fans should crank in KWVI and know that you will be well south of the complex airspace surrounding SFO. Additional information is available at 831/763-5600.

Here's the poop: It’s a 2000 Husky loaded with everything, plus an MT Prop and IFR Panel. Every option is on this airplane and the total time is 136 hours. Cost is $100K less than a new one and all the specs can be found on our Website, LarryShapiro.com Please pull out all the stops, I need to sell this ASAP and it’s a real Jewel. Let's talk!

Located at the Palo Alto Airport (PAO) in the San Francisco Bay Area, California Larry@LarryShapiro.com • Or Call Us! 650-424-1801 For more information about this plane and others, Please Visit Our Web Site: www.LarryShapiro.com


In Flight USA Celebrating 30 Years

50

AOPA ANNOUNCES EXIT

FROM

August 2014

EFB MARKET

Transition of FlyQ EFB and FlyQ Pocket Products to Seattle Avionics Over the past several years, the Aircraft Owners and Pilots Association (AOPA) developed its digital flight planning tools into a suite of products that put flight-planning capability, airport directory information and aviation weather in pilots’ hands. AOPA partnered with Seattle Avionics to create FlyQ EFB, an electronic flight bag (EFB) iPad application, and FlyQ Pocket, a smart phone application. Shortly after joining AOPA last fall, President Mark Baker began a review of AOPA’s member benefits and products, which included an assessment of where

members believe AOPA should spend resources in regards to flight-planning benefits. As a result, AOPA has decided to exit the EFB market and will develop a distinct smart phone application focusing on content and functions driven by member needs. The new smart phone application will remain a free member benefit. FlyQ EFB and FlyQ Pocket have proven to be popular applications among pilots and have enjoyed high user ratings. AOPA and Seattle Avionics are working to ensure subscribers and users will experi-

STALLION 51 RAFFLING The T-6 Texan is a 75-year-old legend in aviation. It is referred to as the “Pilot Maker” because of all the many pilots it taught during WWII and continues to teach today in the fine art of flying. Stallion 51 Corporation’s T-6 Texan has a unique history all its own. It was built at the end of 1944 and was eventually stationed in Hawaii after the war. It carries the nickname Thang because of the original Territory of Hawaii Air National Guard

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markings on the side-panel. In 1957, Thang entered civilian life when Walter Dillingham purchased it. The Dillingham family is well known in Hawaii with many streets and buildings named after them as well as an air field named after a son, who was a B-29 pilot killed during WWII. Thang was purchased by Stallion 51Corporataion in 2004 as a trainer for Initial Checkout, Mustang Transition Training and

ence a smooth transition with all products and services affected by the changes noted in this announcement. “We are excited about continuing these two great products and have appreciated our partnership with AOPA. We strongly believe that pilots will benefit from the new directions we’ll take the apps,” said Steve Podradchik, CEO of Seattle Avionics. AOPA will transfer all responsibility for FlyQ EFB to Seattle Avionics in September 2014, at which time Seattle Avionics will also undertake all marketing, customer support and further development of the app.

CHANCE

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FLY

Orientation Flights. The Florida Aviation Network, in partnership with Stallion 51 Corporation, is raffling off a chance to fly in this important piece of aviation history. The Florida Aviation Network (FAN), a project of the National Aviation Safety Foundation, is an “In the Clear” satellite broadcast system that promotes Aviation and Aviation Safety. FAN Productions is an effort of the National Aviation Safety

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Seattle Avionics will be the only company to offer FlyQ Pocket after the AOPA/Seattle Avionics contract ends in February 2015. The only change FlyQ EFB subscribers and FlyQ Pocket users should notice is that AOPA’s logo and name will no longer be coupled with either product. AOPA’s replacement smart phone application will be available for members in 2015. AOPA will communicate with the users of each product over the course of the transition to ensure all important information is communicated and questions answered.

T-6 TEXAN Foundation and a coalition of local, regional, and national aviation organizations and agencies. FAN broadcasts live at special events such as Sun ‘n Fun, AirVenture, etc. throughout the year. Most of FAN’s industry programs are recorded and used for rebroadcast and distribution throughout the year. Hundreds of volunteers from throughout the United States serve thousands of hours to make this possible and free to the public. The nonprofit organization is reliant on donations and fundraising to pay for support services and to keep FAN on the air. The Raffle prize is a hands-on flight in the historic T-6 Texan at Stallion 51’s headquarters based at the Kissimmee Gateway Airport (KISM) in Kissimmee, Fla. The flight includes: • Pre-flight briefing that tailors each flight to the individual’s experience, expertise and expectations; preflight walk around and cockpit orientation; • Hands-on 30-minute flight that encourages the individual to do 95 percent of the flying, including aerobatics. • Post-flight briefing reviewing the multi-camera video that captures all of the action during the flight. • Certificate of completion and autographed photo aircraft of the aircraft flown and log book entry, if applicable. Raffle tickets are $10 each. The winner will be drawn and announced on Jan. 17, 2015 during the annual U.S. Sport Aviation Expo (SEF) held in Sebring, Fla. January 14 – 17, 2015. Raffle tickets will be available for purchased on July 18, either online at www.floridaaviationnetwork.com or by calling 407/719-6335. Entrants need not be present at the drawing to win.

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JUNE 28 & 29, 2014 • DAYTON INTERNATIONAL AIRPORT

DAYTON AIRSHOW

2014

By Mike Heilman he 40th annual Vectren Dayton Air Show made a roaring comeback from a record low attendance in 2013. The 2014 event at the Dayton International Airport drew 65,000 spectators, which was up from 23,000 in 2013. The 2013 show attendance suffered from the federal sequestration, but in 2014, the military had limited participation, and the show benefited in a huge way. Michael Emoff, Chairman of the US Air & Trade Show Board of Trustees, explains, “We don’t have full military. We have the Blue Angels, we have the Harriers, we have the cadet jump team, but what it would mean if we could get the full military back? It would mean the static displays would be tremendous. We don’t have the C-5 and a lot of the military statics, which is half the show for the crowd.” What does the limited participation of military mean for the show? According to Emoff, “It means we (cannot) sustain because without having the opportunity to have the draw of the Blue Angels or the Thunderbirds, then we can’t make our budget. That becomes very challenging. Hopefully this year will be the “loosen up” year, and next year we will get the statics back.” Headliners for the 2014 show were the United States Navy’s Blue Angels. Commander of the Blue Angels, Tom “Boss” Frosch, flies the number one F/A18 and commented about the team’s return to the airshow circuit. “We are just happy

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to be doing it again. We have a full season and great shows. We have had record crowds, and it’s a privilege to be doing it again. This is my second year with the team, but really my first full season because we only did two shows last year. After having a year off, it really makes you appreciate being able to do it again.” Commander Frosch describes the Blue Angel show as “Inspiring people – that is what these air shows are all about. The Blue Angels are a good demonstration of teamwork. The teamwork starts with the troops on the ground; they get the jets ready. They do that as a team. We can’t do anything without our 130-person team. Once we start up, Fat Albert will take off showing the capabilities of the C-

130. We have the four plane diamond demonstrating some formation capabilities and the solos demonstrating the max capabilities of the F/A-18.” The U.S. Marine Corp VMA-542 East Coast Harrier Demonstration Team performed at the 2014 show. “Given the reduced military performance in airshows this year, we are thrilled to present the Marine Corp’s Harrier flight demonstration in addition to the U.S. Navy Blue Angels,” said Michael Emoff. “The selection process was extremely competitive. Our event was chosen out of eight sites to receive a Harrier demonstration,” Emoff added. The East Coast team will fly only three airshows. The team performed at Marine Corp Air Station Cherry Point,

Ocean City, Md. and Dayton. Capt. Matt Foreman a VMA-542 pilot describes the process for the team to perform at airshows, “To prepare for the airshow, there is not a lot of training. The pilot has to go to a simulator and have someone watch him fly the show. Then we have to perform the demo in front of our commanding officer. The biggest thing is that you have 500 hours in the Harrier before you can do a demo.” VMA-542 flies the AV-8B Harrier III out of Marine Corp Air Station Cherry Point, N.C. The Harrier is also known as the “Jump Jet” because of its vertical flight capabilities. Capt. Foreman describes the Harrier mission, “We are an Continued on Page 57

Clockwise from Top Right: The Blue Angels Diamond are joined by the two solo pilots to create the six plane delta portion of their show; The Blue Angels solo pilots number five and six crossover at show’s center. The Solo pilots for the team demonstrate the max capabilities of the F/A-18 Hornet. The Blue Angels have been flying the F/A-18 for 28 years. The Blue angels open their show with a Flying demonstration of C-130 known as Fat Albert. The C-130 is flown by an all Marine Corp Crew; U.S. Navy Blues Commander Tom “Boss” Frosch is happy that his team is back flying airshows after only performing in two shows in 2013; World famous Blue Angel Diamond; The four F/A-18 Hornets are only 18 inches apart during this maneuver. (All photos by Mike Heilman)


In Flight USA Celebrating 30 Years

52

August 2014

Business & Rotor News

KINGS AVIONICS COMPLETES FIRST RETROFIT SLANT-PANEL, GTN 750 INSTALLATION INTO MD520N HELICOPTER Kings Installed the Slant Panel to Accommodate the GTN 750 View Angle Kings Avionics, Inc., a leader in avionics sales, installation, and service, recently announced that it has completed and obtained certification on the first retrofit, slant-panel installation of the Garmin GTN 750 Navigator into an MD520N model helicopter. Certification was obtained via field approval from the Salt Lake City Flight Standards District Office (FSDO). The installation is noteworthy since the MD520N helicopter was not included in the initial Aircraft Model List for the Garmin GTN 750. Kings Avionics also installed a G500H dual-screen electronic flight display into the main panel that interfaces with the

GTN. “A GTN installation requires a slant panel design for optimal viewing by the pilot,” said Steve Hayden, Kings Avionics’ Chief Operating Officer. “Kings has broken new ground by retrofitting an approved slant panel kit into the MD520N, and by engineering the installation of the GTN 750.” “We are excited to see the continued enthusiasm and acceptance of the GTN series installed in a variety of helicopters,” said Jim Alpiser, Garmin’s Director of Aviation Aftermarket Sales. “The simplicity of the GTN as a comm radio and navigator, coupled with the advanced

multi-function display capabilities such as datalink weather, traffic and optional built-in HTAWS alerting with extra-high resolution topography make it a great solution for the MD520N helicopter.” Kings Avionics has full-service Part 145 facilities in Salt Lake City, UT, St. George, Utah and Henderson, Nev., with remote repair capabilities available for the entire Rocky Mountain and Southwest regions. Find out more at www.kingsavionics.com or by emailing info@kingsavionics.com.

ALBUQUERQUE, NM AIRCRAFT MANUFACTURER FILLS ALL 2014 ECLIPSE 500 PLUS PROGRAM POSITIONS Eclipse Aerospace, Inc. (EAI) is proud to announce that all 2014 Eclipse 500 PLUS upgrade positions have been sold. In the four months since the program commenced (March 12, 2014), more than 60 Eclipse Jet owners have

selected the Eclipse 500 PLUS upgrade for their aircraft. All of these upgrades will be completed in 2014. The Eclipse 500 PLUS program will remain open to all IFMS equipped Eclipse 500 aircraft. The Eclipse 500 PLUS package gives

Eclipse twin-engine jet owners, who currently have the Integrated Flight Management System® avionics package installed in their aircraft, access to many of the technological and safety advancements developed for, and included in, the Eclipse

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550™. Available features include the only auto throttle available in the light jet segment, an electric anti-skid brake system, high-resolution PFDs and MFD, a standby display unit, new glass faced windscreens, and an improved air conditioning system. The Eclipse 500 PLUS package also facilitates future expansion, including Synthetic Vision, Enhanced Vision, VNAV, RAD ALT, and ADS-B Out. “The response to this upgrade program has been absolutely remarkable,” said Ken Ross, President of Global Sales and Service for EAI. “Eclipse has taken a revolutionary approach to supporting our customers, allowing them to upgrade their Eclipse 500 aircraft to incorporate the latest enhancements and features of our new production aircraft rather than having them fall behind on the technology curve. Our customers see the value of upgrading to the most advanced configuration available, enhancing their flying experience and preserving their aircraft’s market value. The fact that the 500 PLUS program will permit future expansion as more features become available makes this upgrade program all the more valuable.” For pricing and availability for 2015 Eclipse 500 PLUS program positions, please contact Eclipse Service Center general managers, Andy Neild at andy.neild@eclipse.aero or Dennis Whiteturkey at dennis.whiteturkey @eclipse.aero).


August 2014

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53

Business & Rotor News

BELL HELICOPTER COMPLETES HUEY II AND BELL 407GT DEMO TOUR IN THE MIDDLE EAST Bell Helicopter, a Textron Inc. company, showcased the full capabilities of the Bell Huey II and the Bell 407GT during a series of demo flights in Jordan and Saudi Arabia in May and June 2014. The Bell 407GT light attack helicopter also completed a successful live fire demonstration in Amman to prove its ability to shoot both precision and non-precision weapons systems. This demonstration was completed in conjunction with L3 Wescam with the MX10 EO/IR Sensor; Dillon Aero with the M134D mini-gun; and featured BAE Systems’ Advanced Precision Kill Weapons System (APKWS.) “Customers throughout the Middle East and Africa have shown significant interest in the unique capabilities of both the Bell Huey II and the Bell 407GT and have been eager for a chance to see the aircraft in action,” said Steve Suttles, Bell Helicopter’s managing director of commercial business in the Middle East and Africa. “We were very excited to bring both helicopters to the region to showcase exactly what they can do while operating in their own backyards.” During the two-month tour, Bell Helicopter pilots flew more than 15 total demonstration flights for more than 20 passengers in the Bell 407GT, including the Royal Jordanian Air Force, Royal Jordanian Special Operations Brigade and the Royal Saudi Land Forces Aviation Command. The live fire demonstration was conducted on June 4 in Amman, Jordan in conjunction with BAE Systems and included both the

BAE APKWS seeker used on conventional 2.75-inch Hydra 70 rockets and the Dillon M134D mini gun. Highlights of the demonstration included: • Firing two successful APKWS shots on target, one from 3,000 meters while flying at 60 knots and a second at 3,300 meters while the aircraft was in a hover; more than 6,000 rounds were also fired from the Dillon mini-gun. • Completing a successful flight in high temperature conditions (116 degrees Fahrenheit/47 degrees Celsius) with a normal load of passengers, fuel and weapons to simulate typical mission weights and demonstrate the Bell 407GT’s capabilities even at high temperatures. • Showcasing the aircraft’s ability to fly sniper teams and special operators inside the aircraft while flying at 135 knots, eliminating the need for special teams to be located on the outside of the aircraft, which can reduce airspeed. “We were very impressed by the Bell 407GT live fire demonstration,” said BG Khaled Hakooz, Flying Wing Commander for the Royal Jordanian Air Force. “My pilots who participated were very impressed with the aircraft and we were also happy to see the proof of final success left behind on our targets, despite putting the aircraft in some challenging situations.” The Bell Huey II was displayed at SOFEX along with the Dillon Aero MFAS (Mission Flexible Armament System.) Its cross-cabin floor plate system provides a strong foundation for

mounting both internal and external weapons stations and swings out of the way when not needed. This ensures that no physical modifications to the airframe are required for different mission requirements. The Dillon MFAS allows for numerous configurations utilizing any combination of both fixed-forward and outboard weapons/storage locations along with internally mounted crewserved weapons. The Bell Huey II also flew additional customers during it’s time in Amman, Jordan and offered aerial support during the Bell 407GT live fire demonstration. “The Bell Huey II has proven itself both in combat and combat support in the region,” said David Sale, regional sales manager at Bell Helicopter. “The Bell Huey II is more than just new paint and refurbished UH-1H parts; it’s the only original equipment manufacturer upgrade to the airframe. This includes an air worthiness release, new Bell Helicopter qualifications, new technical publications, and Bell Helicopters awardwinning, global 24/7 Engineering Support.”

About the Bell 407GT The Bell 407GT is the armed version of the best-selling Bell 407GX, qualified for a range of weapons from light munitions to advanced laser-guided munitions. The state-of-the-art tactical light commercial helicopter brings together the Garmin G1000HTM flight deck with precision weapons capability.

Standard specifications include a multisensor camera system, weapons management system, universal weapons pylons, tactical radio suite, target sight system, sliding doors for rapid egress and ingress and high-visibility windows for the cockpit and cabin.

About the Bell Huey II The Huey II Modernization Program is the only OEM-approved UH-1H performance upgrade available today. It combines all new commercial dynamic components with the reliable Honeywell T53-L-703 engine, which improves hover performance in hot conditions. The upgrade increases the max gross weight to 10,500 lbs, while lowering direct operating costs. It also refurbishes the UH-1H basic airframe, provides a complete rewire package, updates the avionics, and offers a comprehensive selection of mission-specific kits and customizing. It supports a number of missions, including troop transport into high altitudes, medical evacuation in hot conditions, and VIP transport to and from remote bases.

BELL HELICOPTER WINS CONTRACT WITH SWEDISH NATIONAL POLICE FOR SEVEN BELL 429S Bell Helicopter, a Textron Company, announced a signed purchase agreement with the Swedish National Police for seven Bell 429 helicopters. The aircraft will be used for police operations including, surveillance, reconnaissance, maintaining public order, aerial photography, aid in rescue missions and police transportation. The Swedish National Police were the first and only helicopter police unit in Sweden when they began operating Bell 47 G-2A in 1964 to complete their duties. In addition to the new Bell

429 fleet, the Swedish National Police currently have a Bell 206 Jet Ranger that serves as a flight trainer at the organization’s own flight school. “We are honored that the Swedish National Police have chosen us to continue providing them with the aircraft their missions demand,” said Patrick Moulay, managing director in Europe. “We are thankful for the opportunity to help the Swedish National Police protect and serve their country.” The aircraft will be heavily customized in Bell Piney Flat facilities

before their delivery to the Swedish National Police in 2015.

About the Bell 429 The Bell 429 is the only light twinengine helicopter on the market with true two-litter capability with enough cabin space for two medical attendants and two crew members. The Bell 429 also offers exceptional flight performance with a fully integrated glass cockpit, advanced drive system and fully-coupled GPS

approaches and IFR capability. Additional safety features include a collective mounted throttle, damage tolerant hub and rotor system, and energy attenuating seats. It is the first helicopter certified through the MSG-3 process, resulting in reduced maintenance costs for operators. Bell 429 customers will be able to take advantage of the spacious cabin and extra large 60 inch side doors, as well as Instrument Flight Rules (IFR) capability certified for single or dual pilot operations to better fulfill their mission.


In Flight USA Celebrating 30 Years

54

POWER FLOW CELEBRATES 15 YEARS OF SHIPPING TUNED EXHAUST SYSTEMS

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August 2014

Name You’ve The The Company You’ve Relied on for on overfor 25 22 Years Relied Years Now has a New Name Magnafluxing && Magnafluxing Zyglo Inspections Inspections Zyglo Engine Preps Engine Preps&& Machining Engine Engine Parts Machining Parts Complete Completeengine engine overhauls overhauls on on all all Continental Continental && Lycoming Lycoming Engines Engines

roll, better climb and faster cruise at normal settings. The engine also runs cooler. The key behind the tuned exhaust is the length of the pipes coming off the exhaust manifold and the “collector” that allows for a more complete evacuation of exhaust gases from the cylinders. That, in turn, allows for a greater amount of gas/air mixture to enter the cylinder before firing, increasing efficiency and boosting power. Power Flow has long had a 60-day 100 percent refund policy for their systems. It is the kind of guarantee no one would offer if they did not have the test data and consumer feedback to support their claims of improved performance. For more information on Power Flow Tuned Exhaust Systems, visit PowerFlowSystems.com

AIRCRAFT SPRUCE TO SPONSOR THE 2014 FLYING AVIATION EXPO

CONTINENTAL

LYCOMING

Power Flow has been shipping tuned exhaust systems all over the world for 15 years. The first shipment followed two years of development, flight- testing and pursuit of their first STC. Since then, they have shipped out more than 4,500 tuned exhaust systems for 15 different aircraft types and 73 models. Their systems have a dramatic impact on performance. Using a test cell at Ly-Con in California, Power Flow measured the horsepower of a Lycoming 0-320 A1A, rated at 160 hp, and equipped with an original Cessna exhaust for a baseline, they got a peak horsepower of 133.3. When they removed the OEM exhaust and replaced it with a Power Flow Tuned Exhaust System, the horsepower peaked at 157.1…a 23.8 hp difference. That extra horsepower translates into more torque, a shorter takeoff

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Aircraft Spruce & Specialty Co., an aviation superstore full of equipment and supplies, has been brought on as a premiere sponsor of the 2014 Flying Aviation Expo. Aircraft Spruce has been a mainstay in the aircraft business, selling parts to pilots all over the world for nearly 50 years. “Aircraft Spruce & Specialty Co. is known throughout the aviation industry as a trusted source of aviation equipment, parts and supplies," said Marco Parrotto, owner and president of Lift Event Management, which along with Urban Expositions is organizing and producing the event. “We're thrilled to have them as a sponsor.” Aircraft Spruce is a widely recognized industry name and their sponsorship aligns well with the vision of the Aviation Expo, set for Oct. 31-Nov. 2, 2014 at the Palm Springs Convention Center in Palm Springs, Calif. “Aircraft Spruce is honored to be a premiere sponsor of the Flying Aviation Expo and to have the opportunity to work with Lift Event Management, Urban Expo, and Flying magazine to make Aviation Expo a successful aviation con-

vention for years to come,” Jim Irwin, president of Aircraft Spruce & Specialty Co. said. “The enthusiasm of the general aviation community paired with a popular venue like Palm Springs will make Aviation Expo an exciting show for thousands of participants.” The three-day aviation showcase and trade show is open to the public and will host a wide variety of aircraft, helicopters, aviation equipment, service, hands-on demonstrations, seminars and a Parade of Planes. There will also be guest speakers discussing subjects like emerging technologies, flying apps for iPads, upgrading the instrument panel, engine management and more. Tickets and registration are now available for purchase online at www.aviation-xpo.com Early-bird tickets start at just $35 per day. An all-inclusive three-day pass includes access to all seminars, the exhibit hall, Parade of Planes, Friday night kick-off party and Saturday night event for only $210. These early bird rates are available until August 29. In total, approximately 10,000 pilots and aviation enthusiasts are expected to attend the Expo.


August 2014

www.inflightusa.com

AIRCRAFT SPRUCE & SPECIALTY 2014-2015 CATALOG Aircraft Spruce & Specialty began distributing printed copies and CD versions of their new 2014-2015 catalog at EAA’s AirVenture 2014. Few people today begin a homebuilt or restoration project without an Aircraft Spruce catalog, and most people who own a certified aircraft find it invaluable for routine maintenance, upgrades, and pilot supplies. There are hundreds of new products in the catalog as one might expect of a company that offers over 80,000 different items relating to aviation. The 2014-2015 catalog cover features the popular Zenith CH 750 Cruzer light sport kit aircraft, which is the One Week Wonder aircraft being built at AirVenture 2014. View Aircraft Spruce’s complete

American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION D

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product line at www.aircraftspruce.com Request your complimentary copy of the company’s free catalog (in print or on CD). For more information, please contact Aircraft Spruce at 877/477-7823.

1971 Piper Cherokee 180F

1979 Cessna 172 Skyhawk

3500 TTSN, 525 SFRMAN, Digital IFR, NDH, Fresh Annual.........................$34,950

1775 TTSN, A&E, New Late-Style Paint, Hangared CA Airplane, NDH, Like New! ....................$44,950

WE HAVE BUYERS!

1967 Beechcraft V35 1890 TTSN A&E, NARCO IFR, A/P, Nice Original Paint and Interior, ........................................$59,950

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CESSNA PILOTS FADOC PULSEDEMAND PORTABLE OXYGEN SYSTEM Building on its leadership in general aviation oxygen systems, Mountain High’s oxygen technology for non-pressurized Cessna aircraft is the two-person “MH EDS O2D2 Pulse-Demand *FADOC Portable Oxygen Delivery System.” The MH EDS O2D2 is the only single unit, portable, two-place, digital Pulse-Demand oxygen system available. Easy to use, the two-person Cessna O2D2 reduces oxygen system workload to almost nil. There are no oxygen flow indicators to watch or manually operated constant flow valves to adjust due to altitude changes. The O2D2, through the various modes, automatically delivers the required oxygen pulses for changing altitudes... for both the pilot and passenger or with an additional O2D2, two additional passengers. The O2D2 plugs directly into the optional Cessna built-in systems, increasing the efficiency of the built-in system. The cost starts at $800, complete with cannulas and standard facemasks for two. The MH O2D2, with the patented digital electronic “Pulse-Demand” *FADOC oxygen delivery system was tested by CAMI (FAA Civil Aerospace Medical Institute). The O2D2 enables the pilot and passengers to fly at pressure altitudes up to 25,000 feet with absolute oxygen safety and comfort. The O2D2 digital pulse-demand system reduces oxygen consumption dramatically. Different from the “standard” constant flow systems, the O2D2 pulse demand

55

system does not waste any oxygen during the breathing cycle. The average user will enjoy a conservative consumption drop of four (4) times or more compared to the manual constant flow systems. The system operates, with one or two people, for up to 50 plus hours on three AA alkaline batteries. MH has a fully functional portable system for the non-built-in oxygen system Cessna owner. The portable system consists of an aluminum oxygen cylinder (buyer has a choice of sizes), a cylinder carry case, seat back holding straps, primary reducing regulator, low pressure service line, all connection fittings, the MH EDS O2D2 Pulse-Demand FADOC unit, breathing cannulas, face masks, batteries and a tote bag… everything needed for a complete supplementary oxygen system, including a limited lifetime warranty. The complete (including aluminum cylinder) portable two-place MH EDS O2D2 Pulse Demand FADOC Oxygen Delivery System starts at $1,089. A variety of options are available to meet specific Cessna pilot needs, including lightweight composite cylinders, four place regulators, adapters, EZ Breathe II boom cannulas and comfortable silicon facemasks with built-in noise canceling ClearSpeak microphones. To order, contact Mountain High Equipment & Supply, toll free at 800/468-8185 or email sales@MHoxygen.com

1977 Cessna 310R

1975 Cessna T210L

1864 TTSN A&E, NARCO IFR, A/P, Good Original Paint and Interior, NDH, ..$99,950

2268 TTS, 264 SFRMAN, GPS, A/P, Digital IFR, Original Paint, New Interior, Hangared CA Airplane.................................................$89,950

D

L SO 1980 Cessna 152

1968 Beechcraft V35A

4000 TTSN. 2400 SMOH. New king digital IFR, Garmin Transponder, DME, NDH, new windows and plastic .......................$24,950

4085 TTSN, 1185 SFRMAN, STEC 30 A/P, KING IFR, New Paint and Interior, Like New, ......$69,950

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1982 Piper Warrior II 161

2008 Cessna 172SP Skyhawk

1945 SMOH, 8026 TTSN, Digital IFR, DME, NDH, Well Maintained ........$24,950

993 TTSN, G1000 Avionics, Leather Interior, One California Hangared Airplane Since New, NDH, Like New ........$219,950

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1978 Piper Archer II 181

1979 Piper Warrior II 161

1020 SFRMAN, 6900 TTSN, King IFR, DME, A/P, Very Nice Original Paint, Recent Interior, NDH, .................................$39,950

1500 SFOH, 6200 TTSN, Digital IFR, Century 1 A/P, Nice Paint and Interior, NDH...............................................$29,950

WE HAVE BUYERS READY TO PURCHASE

WANTED 1965 thru 1970 Ford Mustangs and Shelbys

NEED AIRCRAFT FOR INVENTORY

Robert Coutches

(510) 783-2711

21015 Skywest Drive, Hayward, CA 94541

www.americanaircraft.net


In Flight USA Celebrating 30 Years

56

August 2014

InFlight USA Classifieds (All ads run for 2 months) 00

Classified Ad Rates: $45 for the first 20 words, $750 for each additional 10 words, photos $750 ea.

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Dayton Airshow Continued from Page 51 attack jet. The whole point of the Marine Corp. is designed around that grunt, the infantryman on the ground. Every other subset in the Marine Corp is organized to support the grunt. The way we fit into that picture is close air support. If there are guys on the ground getting shot, they will call us in. There is a forward air controller down on the ground, and he controls us and directs our fire. We also do armed reconnaissance and strike coordination.” The U.S. Coast Guard performed a simulated search and water rescue at the 2014 show. The four-person HH-65 Dolphin Helicopter and crew were from Coast Guard Station Detroit. The United States Air Force Academy Skydiving team performed several jumps at the show. The team is made up of cadets and instructors. The team makes around 19,000 jumps per year around the world. Headlining the civilian portion of the airshow, there were a couple of National Aviation Hall of Fame inductees, Patty Wagstaff and Sean D. Tucker. The 2004 Hall of Fame inductee, Patty Wagstaff, performed her routine in the Germanbuilt Extra 300S. Wagstaff, a world-class aerobatic pilot, was also impressed with the Dayton show, “Dayton always puts on a really good show as far as having a variety of acts,” she commented. Wagstaff described her routine in the Extra 300s. “I try to keep it going, a kind of rock-n-roll from takeoff to landing. There are almost no breaks in the show, except right after the ribbon cut for about a minute. I come back in and do my second half of my show. I try to keep it moving really fast and exciting. I am also working on the choreography, so it is tight, and people don’t have a chance to get bored in between maneuvers. Sean D. Tucker has won every airshow award possible. The 2008 Aviation Hall of Fame inductee performed his high energy show in his custom built Oracle Challenger III. The airplane uses technology from aerobatics, drag racing and sailing to provide Tucker a one-ofkind airshow act. The Challenger III features eight ailerons instead of the normal four, allowing Tucker to make more precise aerobatic maneuvers. The North American AeroShell Aerobatic Team performed a four-ship routine flying their AT-6G Texans. The 600-horsepower Pratt & Whitney engine powers the AT-6G, which is powerful and

loud. The Texans are stock warbirds produced by North American Aviation. This year marked Aeroshell’s 30th year of performing award-winning team aerobatics. The Dayton show had a variety of flying Warbird demonstrations that included the Vought F4U Corsair, North American Aviation P-51D “Baby Duck” and the North American F-86 Sabre. A replica of the 1911 Wright “B” Flyer also made a couple of slow speed passes at the beginning of the show each day. All of the warbirds and civilian acts were on display at the show’s “Performer Pit Row.” Airshow spectators were able to see the aircraft up close when they were not performing. In the past, the Dayton show has been known for the large display of modern military aircraft. In 2013, no military aircraft were allowed to participate, even as static displays. In 2014, with limited participation, there was a lone modern military aircraft on static display. An AV8B Harrier from the East Coast demo team was on display and also performed. The VMA-542 attack jet provided airshow spectators the only opportunity to see the modern military up close. Highlighting the civilian static aircraft display was the B-24A Diamond Lil, a World War II heavy bomber. The B-24, also known as the “Liberator,” was the most produced heavy bomber during World War II. There were over and 18,000 built, and today there are only two flyable B-24s left. The bomber is part of the Commemorative Air Force. The decrease in modern military static displays at the Dayton show has led to an increase in warbird and civilian aircraft on display. There were two B-25 Mitchells Axis Nightmare and Champaign Lady on display. Also on display were an AC-47 Gunship, AD-1 Skyraider, P-51 Mustang, F-4U-5 Corsair, C-1A Trader, C-54 Skymaster and an A-4 Skyhawk. The return of the Blue Angels and limited military participation help boost the 2014 airshow attendance by 42,000 paying spectators. It is estimated that the two-day event generated $2.5 million for the local economy. “We can’t be more pleased with the outcome of this year’s show,” stated Michael Emoff. Airshow officials have attentively scheduled June 20-21, 2015 for next year’s show. Hopefully 2015 will be a full military participation year.

Clockwise from Top Right: Members of VMA-542 or East Coast Harrier Demonstration Team (from Left to right) Capt. Nate Thayer, Sgt. Ryan Worley, Cpl Schwartz, Sgt. J.A. Davis and Capt. Matt Forman; This North American P-51D is owned and maintained by Warbird Heritage Foundation of Waukegan, Ill; The AV-8B Harrier III from VMA-542 Marine Corps Air Station Cherry Point, N.C.; The Warbird Heritage Foundation’s A-4 Skyhawk was on static display. (All Photos by Mike Heilman)

Above: Patty Wagstaff performed her award winning aerobatic routine at the 2014 Dayton Airshow. (Mike Heilman) Right: Award winning aerobatic pilot Patty Wagstaff flies inverted in her Extra 300S. (Mike Heilman)

Sean D Tucker uses an Extra 300 to provide media and an opportunity for young people to get their first flight Experimental Aircraft Association’s (EAA’s) Young Eagles program at each airshow site. The Extra 300 was also on static display. (Mike Heilman)


In Flight USA Celebrating 30 Years

58

August 2014

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Stallion 51............................41

Airport Shoppe.................. 2,3

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Sterling Air ..........................13

Airtronics ............................32

Corona Air Venture ............26

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American Aeorbatics ..........10

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