December 2011 In Flight USA by Anne Dobbins

www. i n f l i g h t u s a . c o m

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NALD EPLOYMENT FI OFTHEE A6B PROWLER FTB OOKS GI FORTHEH OLI DAYS ATI ONN ATI ON AVI 2011

December 2011

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Celebrating Twenty-Eight Years of In Flight USA

THE PATRIOTS

VAQ-140 DEPLOY THE EA-6B PROWLER FOR THE FINAL TIME

By: Mike Heilman and Ed Wells n the Spring of 2012 the Patriots of VAQ-140 will deploy on the USS Dwight D. Eisenhower with the EA6B Prowler for the final time. The squadron has started initial work-ups for the 2012 deployment. When VAQ-140 returns from the deployment they will transition to the new EA-18G Growler but the squadron is not ready to let the aging Prowler go just yet. The EA-6B Prowler entered the fleet in 1971. The Electronic Countermeasures Squadron VAQ-140 has been flying the EA-6B since 1985. The squadron is stationed at NAS Whidbey Island, Washington. Lt. Chris Familetti of VAQ-140 describes how he feels about the EA-6B, “It is not the sexiest jet out there, but it is still a great jet to fly into combat with. It has proven itself over the years.” Familetti, an Electronic Countermeasures Officer or ECMOS (Eck-moe), flew combat missions in Libya, but will be

December 2011

An EA-6B landing aboard the USS Eisenhower. VAQ-140 will be transitioning to the EA-18G at the end of the squadrons deployment in the Fall of 2012. (Mike Heilman) making his first carrier deployment in the Prowler. The Patriots recently returned from a three-month detachment to Italy. During that time they flew combat missions over Libya in support of operation “Unified Protector.” The missions were long, but satisfying according to Executive Officer

(XO) Joe Martinez. He said, “The missions could last seven or eight hours. We would spend about three hours on station. It was long missions, but the strikers wanted to know if we were [EA-6B] on station before they went into Libya feet dry. The Prowler is a high-demand, hightempo jet.”

XO Martinez is scheduled to take over command in 2012 of the Patriots during the transition from the EA-6B to the EA-18G, but he says the squadron is already in transition to the Growler. “We are one of the last squadrons to go to the Growler, but we are transitioning right now. Almost all the bugs have been worked out of the transition process. It is streamlined now.” Transitioning to the Growler will take about nine months for the pilots and aircrew to complete according to Martinez. “We will be able to fly at level two, nine months after going to Fleet Replacement Squadron VAQ-129. That means will be able to fly the F/A-18 safely without being fully in the dynamic environment. We will not use all the weapon systems fully until we fly a few detachments, then we will be completely qualified.” The EA-6B crew includes a pilot and three ECMOS. The EA-18G will have a crew of two. The workload will Continued on Page 22

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TABLE Volume 28, Number 4

CONTENTS

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

December 2011

ON THE COVER LEAD STORY

PHOTO FINISH

GOODBYE PROWLER

PATRIOTS DEPLOY EA-6B PROWLER FOR FINAL TIME

By Mike Heilman and Ed Wells Page 61

By Mike Heilman and Ed Wells Page 4 Photo Courtesy Aviat Aircraft

NEWS

Photograph by Daryl Jacobs. Piloted by Bill Finagin.

Senators Take Case to White House ............................................8

EDITORIAL First Reno Air Race Accident Lawsuit Filed By Nicholas A. Veronico ..................................................13

FAA Launches GA Wildlife Outreach............................................8 Congressional Report: Need for TSA Reform ..........................11 Pilots Bill of Rights Gains 60th Co-Sponsor ............................24 BARR is Back: Privacy Right Restored......................................34 EBAA Opposes Revision to Airport Slot Regulation................35

FEATURES

COLUMNS

Two Great Books for the Holidays By S. Mark Rhodes ........................................................6

Contrails Tips from the Pros What’s Up?! Safe Landings Goodies & Gadgets The Pylon Place

Aviation Nation, Nellis Air Show Review By Joe Gonzalez ..........................................................10

FAA Plans to Charge for iPad Charts Business Perspective..............................................................36

Voices From the Past: A Lady, An Airplane and a Volcano By Ed Downs ................................................................16

GA Perspective ........................................................................37 Green News: Biofuels Are Industry Priority ..............................40

Prototype “Eagle” Flown to New Home By Herb Foreman ..........................................................31

NATA Asks DOT, FAA to Intervene In CA Avgas Suit ..............47 AERO 2012 Full of Optimism ......................................................48

by Steve Weaver ......................17 by Doug Combs ......................23 by Larry Shapiro ......................26

..............................................27 ..............................................39 by Marilyn Dash ......................45

DEPARTMENTS Calendar of Events ........................................................9 Classifieds ....................................................................58 Index of Advertisers ....................................................62

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Celebrating Twenty-Eight Years of In Flight USA

TWO GREAT GIFT BOOKS By S. Mark Rhodes erial photography is one of aviation’s oldest traditions (and a rare creative act associated with the practice of aviation) dating back well before the Wright Brothers to mid-19th century France where balloonists frequently captured the city of lights from above. This venerable tradition is brought

up to date in this year’s Leave No Trace; The Vanishing North American Wilderness (Rizzoli/Universe), which is a great collaborative book by Essayist Roderick Nash and photographer/pilot Jim Wark. This coffee table book is both a chronicling and tribute to the majesty of the North American wilderness. It functions on more than one level, being a work of breathtaking artistry (and an unintentional rebuke to the age of the Google Map) and also functioning as a call to maintain and preserve the ever diminishing American wild. Wark’s photography has some of the abstract mysticism of the best of Ansel Adams and if there is justice in the world this book will help mark him Photograper and Pilot Jim Wark in repose (Rizzoli)

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December 2011

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as a major American artist. Another book celebrating the artistic connection to aviation is Lest We Forget: Masterpieces of Patriotic Jewelry and Military Decoration (Taylor Trade Publishing). This is a work that has the very rare dual appeal to both the students of military history and /or jewelry making. Lest We Forget chronicles the lore and history of military and patriotic decoration including more than 150 pieces that date back to the American Revolution including early examples of the Medal of Honor, Civil War badges, and a number of French and English military decorations (to name a few). Among the most interesting artifacts explored are 14k gold Tiffany earrings in the shape of Allied Bombers, an exquisite 1916 Airplane charm from Cartier made of platinum and diamonds, and a sturdy model bi-plane made from brass, copper and steel from 1917. Both books can be ordered through your favorite bookstore or online retailer. Lest We Forget customers can also place orders on the Rowman and Littlefield

Model Bi-plane 1917; Maker Unknown (Courtesy Imperial War Museum London)

Airplane Charm by Cartier (Courtesy Nick Welsh, Cartier Collection © Cartier) website at www.rlpgtrade.com, or by contacting their customer service at 800/462-6420.

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APPRECIATING WHAT WE’VE GOT By Craig L. Fuller AOPA President and CEO t’s that time of year when we take stock of the things we’re grateful for, consider the achievements of the past 12 months, and prepare for the year to come. I have much to be thankful for, and I wanted to share some of those thoughts with you. At this writing we have no new general aviation user fees, and that’s something to celebrate. There have been numerous attempts to impose such fees, sometimes disguised in other language, but fees nevertheless. We also have considerable support on Capitol Hill. In fact, the general aviation caucuses in the House and Senate are

among the largest in Congress, and the members of both bodies have repeatedly demonstrated that they understand the value of GA and are prepared to defend it. Harrison Ford recently visited the Senate GA Caucus, and the event was a resounding success with every participating senator expressing their support for GA. Numerous states have tried to impose new taxes on general aviation in the past year. Shrinking budgets and growing deficits send lawmakers on the hunt for new sources of revenue – and GA is often a target. But none of the proposed taxes became law – another cause for celebration. Meanwhile, we’ve continued to find new and effective ways to communicate

with you –from AOPA Live to digital editions of the magazines and more. And I am grateful to you, our members, for the enthusiasm with which you’ve responded. AOPA Live videos have been played more than 2 million times in the past 24 months, more than 300,000 of you receive ePilot, and 200,000 subscribe to AOPA’s Aviation eBrief. Some 16,000 of you now receive the digital editions of AOPA Pilot and AOPA Flight Training. And we’ve got some good news for you iPad enthusiasts. We just launched a free app that lets you read your digital edition on your iPad – you can download it from the iPad app store. I can’t possibly enumerate all the things I’m grateful for in this limited space, but I would be remiss if I didn’t

SENATORS TAKE GA’S CASE By Dan Namowitz (AOPA) .S. Senate GA Caucus member Jerry Moran (R-Kan.) and 22 cosigners took the case against general aviation user-fees to the White House as a congressional deficit-cutting “super committee,” facing two key deadlines, pursued its $1.5 trillion task. The senators reminded the president that during the past five years the House and Senate have considered new aviation user fees and rejected them overwhelmingly. With 14 million Americans looking for work and GA efficiently providing communities with critical services, increasing taxes on general aviation will only further stifle economic recovery, the senators said in a letter to President Barack Obama.

“We cannot impress upon you enough how important the general aviation industry is to American vitality. The industry employs 1.2 million workers and generates $150 billion in economic activity,” they wrote. “In many of our states, general aviation generates economic development in U.S. communities with little or no commercial airline service.” The existing method of fuel taxes levied on general aviation efficiently helps fund the FAA and is far preferable to the collection of user fees through a new federal collection bureaucracy, they said. “This would require funding to support such a collection agency, which seems counterproductive to deficit reduction. The hiring of billing agents, auditors, and collection officials will be required to facilitate this proposal. In contrast, the

mention the obvious – the wonderful freedom to fly that all of us enjoy. Nowhere else in the world do pilots have the kind of freedom we do. The contrasts are stunning. In Europe, fees and regulations hamper GA and make it inaccessible to many aviation enthusiasts. In China, general aviation is brand new and officials in that country are only just beginning the process of creating the infrastructure and regulatory environment that will allow it to prosper. But here we have the tools, infrastructure, technology, and resources to keep general aviation strong. It’s not something we can afford to take for granted.

WHITE HOUSE

current fuel tax allows the government to be prepaid for its services, and the operators are not saddled with new and onerous administrative burdens.” The senators’ letter also pointed out that with more than half of GA aircraft produced in 2010 headed for the export market, the industry has performed in conjunction with administration goals, “of doubling U.S. exports over the next five years.” “Senator Moran and his colleagues who have signed this letter clearly recognize the value general aviation delivers to the national economy and every U.S. resident. All of us in the general aviation community are grateful for their leadership,” said AOPA President Craig Fuller. “There is no doubt that user fees would have a crippling effect on general aviation – we’ve seen it happen time and

again in other countries. We cannot afford to further damage this vital industry even as it struggles to recover from the economic slowdown. From the dawn of powered flight, general aviation has supported the national aviation system through taxes on fuel, and pay-at-thepump is still the most efficient and effective way for us to contribute.” With costs outweighing any benefits from user fees, the senators told Obama, they would oppose any inclusion of the fees in any plan put forward by the Joint Select Committee on Deficit Reduction, acting under the Budget Control Act of 2011 mandate to prepare a proposalfor cutting $1.5 trillion from the deficit over the next 10 years. Congress must then vote up or down on the committee’s proposal before Dec. 23.

FAA LAUNCHES GENERAL AVIATION WILDLIFE OUTREACH The FAA recently launched a wildlife poster outreach campaign for the general aviation (GA) community – pilots, airport sponsors, mechanics, engine manufacturers, students at aviation schools, and aviation organizations – to increase wildlife strike reporting among this important segment of aviation. For the last 50 years, the FAA has worked to reduce wildlife strikes at airports and periodically conducts studies to gauge the effectiveness of its program. The latest study shows that the general aviation population accounts for only six percent of the total strikes reported, which is more than 100,000 reports. Through increased and concentrated edu-

cational outreach, the FAA hopes to close the reporting gap between the more than 2,000 GA airports and certificated airports that operate with an increased level of safety and oversight. This year’s poster “Report Wildlife Strikes” depicts a caution sign with a bird inside and the simple message to report wildlife strikes. Copies of the poster have been delivered to the general aviation community and are designed to be placed in highly-used areas such as training rooms and break rooms. The FAA wants to hear from airport sponsors why reporting is low and encourage them to work with the FAA to increase reporting and reduce wildlife

strikes. The strike information will tell the airport sponsors and the FAA what types of wildlife are involved, the amount of damage to the aircraft, and how many strikes occur at general aviation airports annually. This information will allow the FAA to help airport sponsors develop wildlife mitigation plans to reduce wildlife strikes. In addition to the poster outreach, the FAA encourages GA airports to conduct a wildlife hazard assessment to help airport sponsors understand and determine the wildlife hazards on their airports. The FAA may support GA airports by making Airport Improvement Program grants available to conduct an assessment.

The FAA remains committed to reducing wildlife strikes at the nation’s airports through a myriad of options such as technology, research, outreach, and partnerships. Learn more at http:// www.faa.gov/news/fact_sheets/news_sto ry.cfm?newsId=13209?? The FAA developed mobile application software to make strike reporting easier. Now, anyone can report a wildlife strike via the web or their personal data device. For more information visit http://wildlife.faa.gov. The FAA also placed a Quick Response (QR) code scanner on the bottom of the poster for smart phone users who have the QR application.

December 2011

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FAA CREATES NEW LASER WEB PAGE TO HELP MAKE REPORTING EASIER In a continuing effort to combat the growing problem of lasers directed at aircraft, the Federal Aviation Administration (FAA) has created a new website to make it easier for pilots and the public to report laser incidents and obtain information on the subject, FAA Administrator Randy Babbitt announced. The website, which can be found at www.faa.gov/go/laserinfo, collects a wide array of laser information into one location.

It includes links for reporting laser incidents, laser statistics, FAA press releases, and FAA research on the dangers lasers can pose to pilots, as well as downloadable videos. â&#x20AC;&#x153;Safety of the traveling public is our absolute number-one priority. We will do everything we can to get the word out about how dangerous it is to point a laser at an aircraft. These incidents must stop,â&#x20AC;? said U.S. Secretary of Transportation Ray LaHood. Continued on Page 39

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Celebrating Twenty-Eight Years of In Flight USA

December 2011

AVIATION NATION NELLIS AIR SHOW 2011 Nellis AF Base Celebrates 70 Years of Service

The Patriots perform the “Double Cross.”

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he day’s questionable weather cleared giving way to perfect sunshine. On Nov. 12 and 13, the very large and well-mannered crowds at Nellis Air Force Base (AFB) enjoyed all the static displays, stopped by vendors of goods and services and, of course, watched the flying demonstrations, which were topped off by the USAF Thunderbirds who gave their last performance for the 2011 season.

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The ultra modern Nellis AFB started from humble beginnings, known in the early years as the Las Vegas Army Air Corps Gunnery School. The mission of training aerial gunners for combat duty was primary. Rocky hills – about six miles from the base – offered a natural backdrop for cannon and machine gun firing. Dry lake beds offered an emergency landing location as needed. Supply and logistics had not yet been organized leaving mechanics to borrow parts as needed. Fuel came from the Civilian Conservation Corps. Construction of permanent base facilities began in 1941, including barracks to house about 3,000 personnel. The first types of aircraft included the AT-6 “Texan” and the B-10 “Martin” bomber. In 1942 the first group of B-17 bombers arrived. Now student gunners received training in the gun turret of actual front-line, combat aircraft. Peak output during WWII included 600 gunnery students and 215 co-pilots graduating every five weeks. More than 45,000 B-17 gunContinued on Page 12

The presentation of colors for the National Anthem during the opening ceremonies. (Joe Gonzalez)

The Lockheed T-33 Shooting Star completes an outstanding performance. (Joe Gonzalez)

This Douglas Skyraider has a USAF and South Vietnamese Air Force history. (Joe Gonzalez)

December 2011

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CONGRESSIONAL REPORT – “A DECADE LATER: A CALL FOR TSA REFORM” U.S. House Congressional leaders released a report on Nov. 16 highlighting a decade of Transportation Security Administration (TSA) mismanagement and failures. The report, entitled “A Decade Later: A Call for TSA Reform,” calls for dramatic reform of the nation’s bloated transportation security agency. “Congress created TSA ten years ago to be a lean, risk-based, adaptive agency, responsible for analyzing intelligence, setting security standards, and overseeing the nation’s transportation security structure. Unfortunately, TSA has lost its way,” said U.S. Rep. John L. Mica (R-FL), Chairman of the Transportation and Infrastructure Committee. “TSA has strayed from its security mission and mushroomed into a top-heavy bureaucracy that includes 3,986 headquarters staff, making $103,852 per year on average, and 9,656 administrators in the field. Currently, TSA has 65,000 employees. Unfortunately, over the past ten years, the agency has spent $57 billion on numerous operational and tech-

nology failures. “While we are safer today than we were ten years ago, this is largely thanks to the vigilance of American citizens and passengers, the actions of flight crews and armed pilots, the addition of hardened cockpit doors, and the assistance of foreign intelligence agencies,” Mica continued. “After ten years, we cannot continue to rely on luck. It is time for reform. TSA must become the kind of agency it was intended to be – a thinking, riskbased, flexible agency that analyzes risks, sets security standards and audits security performance. “The report is being provided to Congress and there are plans to introduce legislation to improve this critical security agency. We look forward to working with Members of Congress and the committees of jurisdiction to achieve much needed reforms.” “TSA was envisioned and sold to the American people as a proactive agency that would strategically deploy the latest technology and cutting-edge tactics to protect travelers,” said U.S. Rep. Darrell

Issa (R-CA), Chairman of the Oversight and Government Reform Committee. “Despite these high ambitions, the agency has become a backwards-looking

dinosaur that seeks employees through pizza box advertising and struggles to detect actual terrorist threats. TSA needs Continued on Page 20 P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254

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

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Another view of this Skyraider’s outstanding restoration. Continued from Page 10 ners completed their training at this base. During March of 1945 the conversion from the B-17 to the impressive B-29 took place. The total personnel reached some 11,000 officers and enlisted, approximately 4,700 were students. The ending of WWII changed the role to exit processing of personnel from the armed forces. On Jan. 31, 1947 Las Vegas Army Air Field was officially inactivated. March 31, 1948 the Las Vegas Air Force Base was reactivated and hosted a pilot training wing and gunnery school. The advent of the Korean War required a change from advanced single engine school, to training the combat jet fighter pilot. In 1950 Las Vegas Air Force Base was renamed in honor and memory of 1st Lt. William Harrell Nellis, the youngest man from southern Nevada killed in action over Luxemburg on Dec. 27, 1944. All Korean era ace pilots received their final combat training at Nellis. Nellis is the home of the 57th Wing, and is the largest composite wing of the USAF providing advanced aerospace

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Tuskegee Airmen are featured in the traveling exhibit, Rise Above. (Joe Gonzalez)

(Joe Gonzalez)

The B-1b Lancer Bomber – AKA “The Bone” – returning to base. Note the Nellis Control Tower in the background. (Joe Gonzalez) training to world-wide combat air forces, and showcasing aerospace power to the world.

Aviation Nation Airshow The flying demonstrations this year included the following: 1) Heritage aerial gunnery/bomber aircraft including the B25 Mitchell, the AT-6 Texan, and the C45. 2) Present day bomber demonstration of the B-1b and the B-2 Stealth Spirit on Sunday only. 3) A C-130 airdrop with Red Horse Civil Engineers. 4) The amazing C-17 Globemaster III cargo aircraft. 5) The superb Patriots Jet Demonstration Team. 6) Heritage Air to Air Mission featuring the “Mig Alley” classic F-86 Sabre vs. the Mig 15 and the T-33 Shooting Star. This classic, strait-winged jet aircraft is very different from the swept wing design of the F-86 and Mig 15. 7) F-15 and F-16s from the Aggressor squadron. This unit is very active during Red Flag. 8) A Vietnam era, air-to-ground mission demonstration, including the Douglas Skyraider. This aircraft has a USAF and South Vietnamese Air Force history. 9) A present day air-to-ground mission demonstration featuring the A10 Thunderbolt II, the F-16 Viper, the F15E Strike Eagle, and the HH-60 Pavehawk helicopter. 10) The heritage flight included the F-86, A-10 and F-4 Phantom II. 11) The grand finale each day was performed by the USAF Aerial Continued on Page 19

December 2011

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Editorial

FIRST RENO AIR RACE ACCIDENT LAWSUIT FILED

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Jimmy Leeward's P-51D Galloping Ghost made its debut at the National Championship Air Races in 2010. The plane had racing heritage stretching back to the post-war races at Cleveland, Ohio, between 1946 and 1949. (Photo by Nicholas A. Veronico)

By Nicholas A. Veronico Negligent. In aviation that’s a foul word. In legal terms it is devastating. On Nov. 2, the Reno Gazette Journal reported that the first lawsuit stemming from the tragedy at this year’s National Championship Air Races had been filed in Collin County, Texas. The lawsuit was filed on behalf of the family of one of the spectators who perished when the Galloping Ghost crashed into the box seating area in front of the grandstands at this year’s air races in September. The $25 million lawsuit names the late Jimmy Leeward, his son Dirk, Leeward Air Racing, engine builder Richard Shanholtzer Jr., and Aeroacoustics, Inc., an aerodynamic design firm that has developed racing modifications for dozens of Unlimited air racers as defendants. Quoting from an Associated Press story on Nov. 2, the plaintiff’s attorney said, “he wanted to hold two groups of wrongdoers [accountable]. Those who pushed the limits of physics on the plane, being risk takers and reckless without regard for the people who might be watching them, and those who promoted and profited from hosting the show.” Yes, it is a tragedy that 10 spectators and the pilot lost their lives, and yes their families should be compensated for their losses as they will be sorely missed both emotionally and financially. However, the plaintiff’s attorney’s desire to hold people accountable for this tragedy are the reasons why the amount of damages should be limited, and his argument truly has no merit. Can’t these families be compensated fairly without having to go through a bloated legal process that targets innocent parties? Consider that “highly paid” workers in the United States are judged to earn more than $150,000 per year. With a

working lifetime of 40 years, that equals out to about $8 million – a compensation number fair to each family and affordable to the insurance companies. Filing suit for $25 million is excessive. One has to wonder how much of the lawsuit’s sought-after $25 million will end up in the hands of the plaintiff’s attorneys and how much the family will actually receive. After fees and other costs, my guess is the family will come out with about $8 to $10 million, which, again, seems fair, however, $15 million to extract that amount from the race insurers and small businesses that support this sport seems unjust. Now consider the parties this attorney wants to sue: “…those who promoted and profited from hosting the show.” That’s a pretty broad brush, and when you get right down to it, a stroke from that brush includes “profitees” such as the State of Nevada, Washoe County, the City of Reno, all of the airlines that service Reno, Sacramento, and San Francisco, all of the car rental agencies, hundreds of Reno/Tahoe hotels and motels, the casinos – large and small – who raise table minimums just before the air racing crowd arrives in town, all of the restaurants, gas stations, retail shops, and a myriad of mom-and-pop shops in the region. All of these groups and many thousands of individuals profited, directly or indirectly, from the estimated $90-plus million economic impact that the air races have on the region each year. Why not go after them as well?

National Championship Air Races: Ever Been? When it comes to the trial, most people involved in the forthcoming legal process will never have attended the Continued on Page 14

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Reno Air Race Lawsuit Continued from Page 13 National Championship Air Races (NCAR). They will have preconceived ideas that the NCAR is a weeklong daredevil stunt event and free-for-all in the sky that is unsupervised, unscientific, and out of control. Nothing could be farther from the truth. The races are run under the auspices of the Reno Air Racing Association (RARA), a body comprised of business and civic community leaders, entrepreneurs, and other professionals. Their skill and professionalism is demonstrated in the fact that the 2011 races were the event’s 48th running. Through the years, as a result of RARA’s guidance and thousands of dedicated volunteers, the air races have become a highly polished, well-orchestrated community event that draws 50,000 to 60,000 people per day – no small undertaking. In addition, this event is carried out under the watchful eyes of the Federal Aviation Administration, the Reno Police Department, Reno Health Department, and many other governing agencies. When the FAA says something, RARA immediately jumps – nothing to be ashamed of and a trait common in the relationship between all airshow promoters and the aviation agency. Know that the FAA “provides guidance” (read: dictates) about everything from when props can turn, to who can be on the ramp, to the distances between the performances and the crowd, and when aircraft can come and go. Airshows in general, and the air races in particular, do not lack for FAA oversight, nor should they. This oversight has kept the National Championship Air Races safe for spectators for 47 years. RARA and the FAA have expended great effort to keep the crowds and the staff safe while attempting to anticipate every potential hazard. An example of this forward thinking is the cement barriers that appeared a few years ago in front of the pits, in-line with Pylon 8 and the grandstands. This was done to keep debris from traveling toward the crowd should an accident occur as the racers turned toward the home pylon. They do not interrupt spectators’ line of sight to the races and most people hardly know they’re there. But they are there for a reason, and a reason everyone hopes will never be needed.

Insurance Category: An Act of God To be honest, I don’t think anyone in RARA, the FAA, or any of the racing classes ever envisioned the catastrophe

that was the Galloping Ghost accident. I, for one, always thought about the potential of a Beguine-style accident where, in 1949, a 400-plus mph racer flew into a home below the race course killing a woman and her young child. Keep in mind that the 1949 race course in Cleveland was laid out over towns and individual homes, which is extremely different than the sterile race course enjoyed at today’s NCAR. However, as housing and industrial development in Lemon Valley and surrounding areas creeps ever-closer to the race course, this thought has been in the backs of many people’s minds. The fact that show/race aircraft are not allowed to fly toward or over the crowd demonstrates due diligence in protecting spectators. I don’t believe anyone ever imagined that an aircraft would threaten spectators from behind and an accident like the Galloping Ghost’s truly falls under the insurance category of “An Act of God.” Considering all of the preparation and planning by RARA under FAA supervision, negligent is not a word that can be associated with this event or the racing community.

Collateral Damage This lawsuit, and the ones that are certain to follow, will do as much damage to the defendants as losing a loved one did to the surviving families. What will a claim of negligence do to the engine builder and his employees? If, for some reason, the engine builder can be construed as at fault, his insurance company will pay and he’ll probably go out of business. The employees will be out on the street, and their families will be greatly impacted as well. Will the “negligent” branding of the courts follow those workers around like a scarlet letter? Who will compensate them for their losses? The same holds true for the aerodynamicist, the people who worked for the nowgrieving Leeward family, the folks at RARA, and all of the people who benefit from the races’ estimated $90-plus million per year economic impact. More shotgun-style lawsuits will follow where every pocket is emptied until only the deepest one is left standing, nearly empty. In court, the charge that RARA, and the FAA, were negligent in promoting and profiting from the event will be shown to have no merit. If, by some chance it does, Formula One, NASCAR, and all other types of motorsports will come under legal attack in the United States. Continued on Page 18

December 2011

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FROM THE

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A Lady, an Airplane, and a Volcano

By Ed Downs he editorials I usually write for In Flight USA frequently spend a lot of words ranting about what is wrong. Let’s take a break. Thanksgiving gave this writer pause to consider the good fortune I have had to spend over half a century in aviation. But, I also remembered my early legal fights with the, then new, FAA and the help given to me by a remarkable lady, Erva Marché, my grandmother. Her life resembles that of the Kate Winslet character in the movie, Titanic. Erva lived a life of aristocracy, adventure, travel, political intrigue, military service and a successful bid into the Hollywood circles of the 1930s. Her later years were spent as a published writer, newspaper columnist and artist. She was a great fan of flying and joined me on many flights, including serving as a navigator in an air race! She even experienced her own version of The Titanic on Dec. 7, 1941 when Pearl Harbor was attacked. I stumbled across one of Erva’s several flying adventures (later published in a Los Angeles newspaper) that say much about a long-lost time when fun and adventure inspired a world without fear of rules and lawsuits. Read the following and enjoy the perspective of a lady, who was already in her 60s when this was written in June, 1950. The instant a volcano eruption is broadcast, everyone makes a mad rush to get reservations to go see it. I first heard of the Mauna Loa eruption early Thursday morning, and by early Friday, a friend in Waikiki had made reservations for herself, her daughter and me on the new PanAmerican 377 Clipper that evening – Friday. I was looking forward to the flight on this new plane and wondered if others knew it was based on the B-29 my office had supported during the war. I left work an hour early and drove to Waikiki from Schofield, (ed note: Schofield Barracks, a major supply center in WWII) and picked up my friends. At the airport, we boarded the huge, four-engine Clipper. All 70 luxurious seats were taken, with more people in the lower deck lounge. The trip towards the island of Hawaii was uneventful except for a rising excitement as the red glow in the sky grew brighter and larger as we approached. Suddenly, we came upon an unbelievable scene of awesome beauty and grandeur. We had expected to see great flares of red fire, but there was not one tongue of red; everything was pure gold. Great fountains of molten gold shot 700 and 800 feet in the

Erva Marché in 1907. (Courtesy of Ed Downs) air. Rivers of gold flowed from these fountains with black lace lightly covering the rushing gold. The lava streams seemed to be racing – and so reports later stated – a speed of from six to 30 miles per hour. The giant Clipper swooped low along the width of the mountain to give us as close a view as possible, then came back so everyone on both sides of the plane could see the eruption. No one stayed in their seats, and those with cameras tried to be nearest the windows. We were all so excited with everyone uttering, “My God – oh my God! I was particularly fortunate. My friend knew one of the pilots, and I was invited to join her on the flight deck. The pilot kindly let me shoot a few feet of film with my 8mm movie camera from the big front window of the plane. By this time our plane was doing many dips, drops and twistings, and it became very hot inside, in spite of air conditioning. We made eight complete circles of the scene, and the excitement and very real fear we felt left us drained and ready to leave. The trip back to Honolulu was quiet and calm with little conversation. Glad to be back, we were filled with exultation at the memory of the awesome spectacle. Still, I hadn’t seen enough of it. I wanted to see it in the daytime to understand the location of the flows and the topography of the mountain and surrounding countryside. At night it looked unearthly and appeared to be many golden rivers running in all directions with no destination. After many telephone calls trying to get a reservation, I was finally able to get a small, four passenger plane to take us to Hawaii. I dashed to the photo shop to get more 8mm film, and my Continued on Page 18

December 2011

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Contrails

by Steve Weaver

EARLY ADVENTURE he early summer twilight was fading by the minute. Darkness was descending like a cloak on the rugged West Virginia landscape that was slipping by a thousand feet below the dangling wheels of the white Luscombe I was flying. I felt the first stirrings of panic rising in my chest as the seriousness of my situation dawned on me and I stared frantically down at the lights of cars moving on the now invisible roads below. Inside them I knew were ordinary people, safely making their way home along familiar highways, following the bright beams of their headlights to the warmth of family and the comforts of hearth and supper. I wanted to be with them. I wanted out of this devil machine that was carrying me to my apparent doom. I wanted my mom. It was June of 1962. The week before I had not only soloed the Piper Colt trainer at the old airpark where I was learning to fly, I’d bought a perky little Luscombe 8A the following day and checked out in it too. At that point I’d logged about nine total hours in the air, I’d soloed two machines and made one of them mine. My flying career was right on track.

MY LUSCOMBE 8A

Now of course, with these milestones behind me it was time for the coupe de gras of my new avocation. The graduation ceremony, as it were, must now occur, just as it had for countless thousands of new pilots, since the first flyers began teaching their art to others. I must now do the obligatory first solo flight over my parent’s house. In the best tradition, I would now show the world, my small world anyway, that I had mastered my fate and conquered the air. I was now a pilot, with the likes of Charles Lindbergh and other notables, and people needed to know this. What better way to announce my membership in this exclusive club than a screaming pass (in my mind only, in reality it would be a leisurely aerial stroll) above my home village. A small problem existed. My parents’ home and the target of this surreptitious flight lay some 90-air-miles to the south east of the border town where I was now based. At nine hours total time logged, I had not yet been exposed to some of the more minor details of flying that I suspected I might need on such a flight. Bothersome items such as navigation and cross-country planning had not

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was on the chart and he measured the distance. He asked me the speed of the Luscombe, and I gave him the number I remembered seeing on the air speed indicator during the brief moments I had flown the ship in level flight. Mysterious twirling of the flight computer ensued, accompanied by low mutterings from my guru. With a triumphant smile he then announced that when I was a fully formed pilot and had mastered the art of navigation, I could expect my Luscombe to carry me home in about 56 minutes, give or take for wind, whatever that meant. This was wonderful news. I would have time to spare for making my flight after work and getting back on the ground well before dark. I had all the information I needed. Today was a beautiful summer’s day with little or no wind and the weather looked as though it would hold. I would go this very evening.

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been covered during my brief aeronautical tenure. But because of the importance and immediate necessity of this mission, I felt these inconveniences could be overcome. As fate would have it, I happened to work with a very experienced pilot. He was an old hand who possessed an actual Private License and perhaps 60 hours in the air. I knew that a pilot of such experience and credentials could supply me with the knowledge needed for such an undertaking, if only I approached him in the right way. The next day at work as we sat eating our lunch, I craftily brought the conversation around to flying. He was a willing participant and listened intently as I shared my exciting purchase of the Luscombe with him. I explained that some day, far in the future when I had learned about navigation and aeronautical maps and such, I would use my airplane to fly back to my home in central West Virginia. How long, I wondered aloud, did he think that would take? He took the bait. Eager to show his prowess, he quickly brought his chart, plotter and flight computer from the car. I showed him where the village of Arden

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Voices from the Past

Continued from Page 16 friends and I hurried to the airport for our Saturday afternoon flight back to the “Big Island.” When we looked at the plane, I was ready to back out of the trip. It looked like a little mosquito compared to the big PanAmerican Clipper. There was just the seat beside the pilot (mine) and one wide seat behind him. Our pilot said that this airplane had the same name as the one in

which we had just flown, the Clipper, but was manufactured by Piper. I recalled supporting Piper “Grasshoppers” during the war. The pilot seemed so assured about the whole thing that I forgot any fear of the smallness of the plane. It turned out that a small plane was better suited to get close to the scene of activities. As it was daylight, we could see the other islands of the group. We flew over the sunken battleship Arizona on the way

out, and I wondered if these heroes would be forgotten like the friends I lost in WWI. We passed over a portion of Lanai. On the other side of the plane was Molokai. In the distance, the extinct crater of Haleakala loomed into the sky way above the clouds. As we neared the island of Hawaii, the pilot radioed to Hilo Airport to get weather conditions and was told that smoke and clouds obscured the eruption. We were upset about it, of

course, but the pilot screamed at us above the monstrous noise in that tiny plane and said that we would go along the coast line and see the lava flow going into the ocean. We flew low and could easily see Kona as we passed, then the City of Refuge (ed note: an ancient Hawaiian religious site) and a small village, which had been threatened with destruction. Shortly, we saw a lava flow seeping into the ocean. Ahead, we saw an immense cloud of white smoke which turned out to be steam forming into a cloud, and this was the largest flow of all. Here a broad stream of red hot lava was pouring down from the mountain and, with hissing steam spouting forth as it touched the water, was making a new water line. For hundreds of yards from the land, the ocean was bubbling as it boiled from the immense heat of the lava. I kept rewinding my camera to take this all in. It looked like tons of red hot charcoal or tar as it poured into the sea. We turned, passed again, and headed Continued on Page 19

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Continued from Page 14 This accident was caused by physical forces overcoming human-made machinery – nothing else. Negligence is not even a factor. Let’s come to a compromise by quickly and fairly compensating the families of those who perished while preserving and continuing the air racing traditions begun in Reno in 1964. Each life lost is a tragedy and we should honor the memory of those who perished by continuing to race and allowing our community to heal and move forward. If RARA and the FAA are guilty of anything, it’s not taking action to prevent the “unknown unknowns.” Try and prove that in court.

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Full disclosure: Nicholas A. Veronico’s family began attending the air races in 1964, and have done so ever since. The author only missed one NCAR race between 1981 and 2011, and he has a good excuse for that absence. He bases his opinion on years as an interested spectator, and is the co-author of Raceplane Tech (vol. I): GriffonPowered Mustangs; Raceplane Tech (vol. II): Racing Bearcats and Corsairs; and F4U Corsair: The Combat, Development, and Racing History of the Corsair. The opinions expressed here are solely those of the author of this column.

December 2011

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Voices from the Past Continued from Page 18 for Kona Airport to refuel. While we waited in the little lounge, we talked to a cameraman who had just landed in a twoplace Piper after taking pictures of the eruption. His pilot told our pilot how he could get through the clouds, so off we started. We slowly climbed to 11,000 feet and, believe me, we were mighty cold, for our little Clipper had no heat of any kind. We had been told to wear our coats and we were very glad we had them. We were way up above the clouds in the clear sunshine, but it looked like clouds and smoke were everywhere. Our pilot flew the little plane right in between two mountains, Mauna Kea and Mauna Loa (the volcano). Mauna Kea had lots of snow on it, and we were flying almost as high as the peak. Surprisingly, Mauna Loa also had large patches of snow on it. I had thought that the top of the mountain would be a real crater, as I had seen in pictures, but quite the contrary. The top of the mountain was like an ice cream serving, round and unbroken with no crater. Then, as we went through the “saddle,” as the break between the mountains is called, we came into clear sky over, under and beside us. The clouds weren’t there at all, and then the awfulness of the picture below was visible. It

Aviation Nation Continued from Page 12 Demonstration Squadron, the Thunderbirds. The aircraft on display included several vintage aircraft including a Howard DGA built in 1943, and the Commemorative Air Force Red Tail Squadron featuring a Red Tail P-51C (this very aircraft has a documented combat history). The traveling exhibit Rise Above, that told the story of the P51 Red Tail Squadron and the Tuskegee Airmen was an ultra-big attraction. The lines to see the 15-minute documentary about the Tuskegee Airmen formed early and remained constant. (Mark your calendars for Jan. 20, 2012 to see the new movie, Red Tails, a major motion picture by Lucasfilm, which will open at theaters around the country.) If you missed this year’s Nellis Air Show, the opportunity to attend the largest public event in Nevada slipped through your hands. How do you ensure this won’t happen again? Put it on your calendar for 2012 and don’t miss one of the best air shows in the United States. Hope to see you there!

looked as though some great giant had taken a massive, sharp cleaver and had brought it down to cleave the mountain in half. Near the top of the mountain a few puffs of smoke were seen, but about 1,000 feet below that, along the rift, great fountains of red (golden, the night before) were spouting forth the livid lava. From the fountains poured the rivers of blood red, some of it settling into pools, but

mostly swirling here and there until it found an outlet over the rim of the plateau called the crater. Then, in great wide streams, the flowing red hot, boiling lava rushed down the mountainside. Forks of lava shot off at angles and into crevices to disappear or to cool into blackness as the flow divided into other streams. Three main flows headed straight for the sea, where we had seen them entering the

ocean in a cloud of steam. Our little plane had become a magic carpet, allowing us to see things that were invisible to others. This adventure was recorded on film and sent to my son-in-law (this writer’s father) for processing. I knew the twins (this writer and my brother) would enjoy seeing them, as they are nuts about flying. Maybe, some day, they will fly over this same mountain (this writer did!).

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Congressional Report has grown through the last ten years, and

Continued from Page 11 a vision and purpose that goes beyond throwing expensive equipment and invasive searches at passengers who do not pose a security threat.” “Despite TSA’s massive bureaucracy, reports indicate that more than 25,000 security breaches have occurred in U.S. airports since 2001,” said U.S. Rep. Paul Broun, M.D. (R-GA), Chairman of the Science Committee’s Subcommittee on Investigations and Oversight, and a member of the House Homeland Security Committee. “The agency as a whole has been a colossal disappointment; the one thing it has been successful at is violating the rights of the American people. Instead of worrying about ‘political correctness,’ TSA should be putting our resources into intelligence and technologies that could be more effective when it comes to catching highly elusive and dangerous terrorists. We should know about terrorist attacks before they materialize on U.S. soil, and I have yet to see that kind of progress come out of TSA.” “Terrorism is a global problem and we should continue to consider and learn what other countries are doing to effectively safeguard the public and stop terrorism,” said U.S. Rep. Tom Petri (RWI), Chairman of the Aviation Subcommittee of the House Transportation Committee. “We need to focus more on identifying and thwarting terrorists rather than spending vast resources on programs that simply inconvenience the travelling public who are not a threat.” “This report highlights what we have known for years – that TSA is misguided, overly bureaucratic, and mismanaged,” said U.S. Rep. Jason Chaffetz (RUT), Chairman of the Subcommittee on National Security, Homeland Defense and Foreign Operations of the House Oversight Committee. “It invests in tomorrow’s technology to fight yesterday’s threats and wastes billions of taxpayer dollars in the process. It’s time for President Obama and Secretary Napolitano to refocus the troubled agency and get serious about real solutions.” From the top down, TSA is a troubled agency. TSA and its administrator are buried within the Department of Homeland Security along with 21 other agencies. Turnover in the position of TSA Administrator has been excessive, and too little priority has been placed on naming a new administrator when the position has become vacant. The list of TSA operational failures

the agency has expended a significant amount of taxpayer resources in too many efforts that have provided little or no security benefits. Earlier this year the agency undermined a successful – and congressionally mandated – program to allow airports to opt out of the all-federal passenger screening model in favor of a model in which qualified private contractors conduct screening under TSA standards and oversight. TSA’s expenditure of a quarter of a billion in taxpayer dollars resulted in a poorly designed, poorly tested, and poorly performing behavior detection program, known as SPOT. The agency has also failed to successfully implement a long-delayed Transportation Worker Identification Credential (TWIC) program at many of the nation’s ports. TSA personnel failures include its inability to retain its workforce, high training costs for replacements, and decisions to recruit employees with ads on pizza boxes and discount gas pumps. The agency has also failed to effectively deploy technology. Since 2001, TSA has obligated more than $8 billion on screening technology, a significant portion of which has been useless, unused, discarded, poorly deployed, or sitting idle because of a lack of trained personnel. Despite great expenditures, TSA’s record of stopping terrorist plots is dismal. Classified evaluations of security performance continue to reveal concerning results. For example, the shoe bomber, the underwear bomber, the Times Square bomber, and the toner cartridge bomb plot were not thwarted by TSA, but by flight crews and passengers, or by foreign intelligence agencies. The complete report “A Decade Later: A Call for TSA Reform,” including a review of TSA operations over the last decade and a list of recommendations to improve the agency, can be found by visiting http://republicans.transportation. house.gov/Media/file/112th/Aviation/20 11-11-16-TSA_Reform_Report.pdf. The report was prepared by the majority staff of the House Transportation and Infrastructure Committee and the House Oversight and Government Reform Committee. “After countless, expensive detours, it is time for TSA to refocus its mission as an oversight agency based on risk and common sense security protocols,” Mica added.

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Continued from Page 4 change according to Martinez, â&#x20AC;&#x153;The pilot can see the same stuff we see in the EA6B, but he cannot employ the weapons system. That will change when we go to the Growler. The pilot will have to deploy the weapons. The good thing now is there are crew operation procedures that tell how the workload is dispersed within the cockpit to get the same mission done.â&#x20AC;? Martinez explains that change will not affect the size of the squadron, â&#x20AC;&#x153;This has been coming down the pipe for a while, so our squadron size right now is manned at the same level as a Growler squadron. The reason for that is that we get one extra jet. We will have five EA18s instead of the current four EA-6Bs we have now. We have been cutting down the number of ECMOS, but we have the same amount of pilots.â&#x20AC;? The change in the crew mix has had an effect on the workload of the officers in the squadron according to Martinez. He explains, â&#x20AC;&#x153;It has increased the workload of our officers, while our require-

(Mike Heilman)

December 2011

IPS FROM THE

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

AVIATORS HELPING AVIATORS

The Luscombe Endowment, Inc. Those of us who own airplanes and fly them for recreation find the fleet is generally 30 to 70 years old. Few mechanics nowadays are familiar with these old birds, and many shops will turn away maintenance on these vintage airplanes unless that owner can provide the mechanic with reasonable technical data or parts support. This is where we find aviators helping aviators through organizations called “Type Clubs.” Type clubs usually offer newsletters and shared owner/mechanic technical expertise. They often have rare or lost manuals needed for maintenance, or they have a tribal knowledge of problem areas in different “types” of vintage airplanes. Some have websites and blogs where one can access help in a timely fashion. A thorough listing of such organizations can be found at http://www.vintageaircraft.org/type/index.html. The Luscombe Endowment, is a type club, an IRS 501(C) 3, non-profit organization, and we provide the benefits of technical support to Luscombe owners on their airplanes as well as assistance in sourcing hard to find parts, a blog, and online articles. We also help other airplane types by maintaining a good stock and selection of vintage mechanical brake parts and replacement specialty ball bearing pulleys for those vintage airplanes. The Luscombe Endowment provides manuals and parts for the Goodyear disk brakes, Cleveland drum brakes, as well as the Shinn and Firestone drum brakes that were used on Aeroncas, Swifts, Taylorcraft, Interstate, Funk and others. Knowing where to source these parts, manuals, and technical data, makes a type club an invaluable resource to the owner wanting to ‘do it right;’ yet the

cost of membership is often less than $40 per year. The Luscombe Endowment posts much technical information on its website at www.luscombe.org, but we also offer membership subscriptions to the Luscombe Association for whom we write expert technical articles on a bimonthly basis. (One can call us at 480/917-0969 for membership subscriptions or other questions, or order online.) The Experienced Luscombe Endowment crew has restored more than 125 Luscombes and the author has personally been involved with vintage airplanes since before 1975. Our website, support network and parts exchange has been supported by the donations of airplanes, parts, cash, and especially by the Luscombe “Win Me” raffle tickets sold on a fully restored Luscombe airplane. The Luscombe Endowment has restored and raffled 13 of these airplanes since 1993. Our 2011 “Win Me” Luscombe is a fully restored 8E, with extended baggage, an O-200 engine, lightweight accessories, transponder, encoder, radio, hydraulic brakes and many other improvements. We only sell 3,000 tickets, and fewer than 700 remain for sale. Information on our fundraiser raffle can be found at www.luscombe.org. Your support of the Luscombe Endowment’s preservation efforts is very much appreciated. Having this kind of support makes the proper care, maintenance, and feeding of these older airplanes possible, and it improves operational safety for individual operators, as well as the fleet generally. Please take the time to investigate type club support for your airplane and learn of the wonderful assistance available to you. For more details on type clubs visit www.vintageaircraft.org/who/typeclub.html.

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Celebrating Twenty-Eight Years of In Flight USA

December 2011

ON INHOFE’S BIRTHDAY, PILOTS BILL OF RIGHTS GAINS 60TH CO-SPONSOR On his 77th birthday, U.S. Sen. Jim Inhofe’s (R-Okla.) Pilot’s Bill of Rights (S.1335) reached a major milestone in the U.S. Senate gaining its 60th co-sponsor. The number means the measure has reached a filibuster-proof majority of U.S. Senators, and can pass the Senate. Last month during a visit on Capitol Hill, actor and general aviation pilot Harrison Ford endorsed the Pilot’s Bill of Rights. Inhofe is a member of the Senate General Aviation Caucus and a certified flight instructor with more than 10,000 flight hours. “This is quite a birthday present,” said Inhofe. “The support this bill has received, including a majority of the members of the Senate Commerce Committee, is indicative of the common sense approach to correcting problems faced by general aviation pilots. We are seeking to give pilots access to evidence that is being used against them while ending the guilty-until-proven-innocent approach that the FAA has taken, improve the Notice To Airmen (NOTAM) system, and correct problems with the pilot medical certification process. I look forward to this being taken up and passed in the Senate in the near future.”

Details about the Pilot’s Bill of Rights • Requires that in an FAA enforcement action against a pilot, the FAA must grant the pilot all relevant evidence 30 days prior to a decision to proceed with an enforcement action. This is currently not done and often leaves the pilot grossly uninformed of his violation and recourse. • Clarifies statutory deference as it relates to National Transportation Safety Board (NTSB) reviews of FAA actions. Too often the NTSB rubber stamps a decision of the FAA, giving wide latitude to the FAA and making the appeals process meaningless. • Allows for federal district court review of appeals from the FAA, at the election of the appellant. • Requires the FAA undertake a Notice to Airmen (NOTAM) Improvement Program, requiring simplification and archival of NOTAMs in a central location. The process by which NOTAMs are provided by the FAA has long needed revision. This will ensure that the most relevant information reaches the pilot. Currently, FAA makes pilots responsible for knowledge of pre-flight conditions. Non-profit general aviation groups will make up an advisory panel. • Makes flight service station com-

munications available to all airmen. Currently, the FAA contracts with Lockheed Martin to run its flight service stations. If a request is made for flight service station briefings or other flight service information under FOIA, it is denied to the requestor because Lockheed Martin is not the government, per se. However, they are performing an inherently governmental function and this information should be available to pilots who need it to defend themselves in an enforcement proceeding. • The FAA’s medical certification process has long been known to present a multitude of problems for pilots seeking an airman certificate. The bill requires a review of the FAA’s medical certification process and forms, to provide greater clarity in the questions and reduce the instances of misinterpretation that have, in the past, lead to allegations of intentional falsification against pilots. Non-profit general aviation groups will make up an advisory panel. The 59 cosponsors include: U.S. Sens. Daniel Akaka (D-Hawaii), Lamar Alexander (R-Tenn.), Kelly Ayotte (RN.H.), John Barrasso (R-Wyo.), Mark Begich (D-Alaska), Roy Blunt (R-Mo.), John Boozman (R-Ark.), Richard Burr (RN.C.), Thomas Carper (D-Del.), Saxby Chambliss (R-Ga.), Dan Coats (R-Ind.), Tom Coburn (R-Okla.), Thad Cochran (RMiss.), Susan Collins (R-Maine), Bob Corker (R-Tenn.), John Cornyn (R-Texas), Mike Crapo (R-Idaho), Jim DeMint (RS.C.), Michael Enzi (R-Wyo.), Kirsten Gillibrand (D-N.Y.), Lindsey Graham (RS.C.), Chuck Grassley (R-Iowa), Kay Hagan (D-N.C.), Tom Harkin (D-Iowa), Orrin Hatch (R-Utah), Dean Heller (RNev.), John Hoeven (R-N.D.), Daniel Inouye (D-Hawaii), Johnny Isakson (RGa.), Mike Johanns (R-Neb.), Ron Johnson (R-Wis.), Mark Kirk (R-Ill.), Mary Landrieu (D - La.), Frank Lautenberg (D-N.J.), Mike Lee (R-Utah), Richard Lugar (R-Ind.), Joe Manchin (DW. Va.), Jeff Merkley (D-Ore.), Jerry Moran (R-Kan.), Lisa Murkowski (RAlaska), Bill Nelson (D-Fla.), Benjamin Nelson (D-Neb.), Rand Paul (R-Ky.), Rob Portman (R-Ohio), Mark Pryor (D-Ark.), James Risch (R-Idaho), Pat Roberts (RKan.), Marco Rubio (R-Fla.), Jeff Sessions (R-Ala.), Richard Shelby (R-Ala.), Olympia Snowe (R-Maine), Debbie Stabenow (D-Mich.), Jon Tester (DMont.), John Thune (R-S.D.), Pat Toomey (R-Pa.), Mark Udall (D-Colo.), David Vitter (R-La.), Mark Warner (D-Va.), and Roger Wicker (R-Miss.).

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December 2011

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Celebrating Twenty-Eight Years of In Flight USA

December 2011

W h a t’ s U p ! ?

FAVORITE MONTH ast month, I think I forgot to mention that I was sentenced to a week in Texas and got off with some silly behavior. (Formerly known as “Good Time.”) The trip reminded me of why being able to fly myself is so important. I can’t begin to tell you how much I hate to wait in lines and go through some of the most

AND

SEASON CONTINUED . . .

embarrassing security checks in the world. I mean, come on folks, are my shoes, bluetooth and belt presenting any apparent danger? This isn’t real security, it’s a job stimulus program. I guess I’m spoiled after living in Israel and seeing what real security is about. How can we expect some of the lowest paid people at your airports to do one

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of the highest priority jobs when they don’t even have the support of most of the people whose time they are wasting. At best, all I see are people missing their flights, and I have the hardest time believing that they are saving any lives. Please feel free to disagree with me but if you do, don’t tell the person sitting next to you, tell me. I have traveled through some of this world’s biggest and best airports where security lives up to its name and is worth the time it costs you.

Your First Driver’s Ticket – Update I love sharing this with you. Why? Because I truly believe this is going to happen and soon. I have talked with, and read dozens of articles written by, those folks who are involved up to their very impressive credentials and known to many of you. They want it, they are letting us know how much money will be saved, and most importantly they are finally giving us all the respect of acknowledging that we know when we are fit to fly and when we’re not. So far, and only with the exception of the self medicating drug and alcohol user folks in denial, none of us are so irresponsible as to even drive our cars let alone try to fly when we are not up to it. So, keep your knee pads crossed, let AOPA know how you feel about this since it looks like they are on board, and let’s get this thing done. Remember, there are some minor restrictions but worth it considering the alternatives. I’d be happy to discuss these restrictions with you. You know where to find me.

Larry Shapiro ing for hire and maintain VFR. I can live with this.

This just in . . . More than 56,000 aircraft could be eligible for pilots to fly using their driver’s license and medical self-certification if the FAA grants an exemption that AOPA and the Experimental Aircraft Association are proposing. (“Keep flying: Familiar aircraft, more air time,” By Dan Namowitz for aopa.org) Don’t you just love this?

Before I forget We lost a rare and really nice FAA dude. I knew him, did aviation business with him and I found him to be a very fair and reasonable guy that had the rare gift of listening to what you had to say. You may have already seen this, but just in case you haven’t, here it is again. Dr. Audie W. Davis, former manager of the FAA Aerospace Medical Certification Division, died Oct. 25 at the age of 80. Davis was the manager of the Medical Certification Division in Oklahoma City for 36 years and was instrumental in advancing the FAA’s airman medical certification policies and procedures. (“Former medical certification manager advanced FAA policies,” By Gary Crump for AOPA.org)

Here are some AOPA words of encouragement that I’ve borrowed:

Okay SoCal . . . heads up, here it goes again . . .

Take a friend for a $100 hamburger. Practice take offs and landings for proficiency. Fly for the fun of it – and do it using a driver’s license medical. After the first of the year, AOPA and the Experimental Aircraft Association will request an exemption to allow pilots to use their driver’s license and self-certification to fly one passenger in an aircraft with fixed landing gear, four or fewer seats, and a single engine of 180 horsepower or less. (“Keep flying: 180 hp, one passenger, driver’s license medical” By AOPA ePublishing staff, www.aopa.org) Not that it really matters, but they want you to stay below $10 grand, no fly-

If you haven’t seen this before, you have now. Don’t wait and then say you didn’t know. Get involved and do your part. This is a great airport and sorely needed. Remember, it takes a village to make things happen . . . According to the Los Angeles Times (Nov. 26, 2011), The Federal Aviation Administration and Santa Monica, Calif., are to decide the future of the Santa Monica Airport. All building and land leases at the airport will expire in 2015, and the city claims it will not have to keep the airport operating. The FAA contends the airport is required to stay open Continued on Page 38

December 2011

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

FLY THE AIRPLANE A review of recent ASRS reports indicates that failure to follow one of the most basic tenets of flight continues to be a concern when pilots are faced with distractions or abnormal situations. Since the consequences associated with not flying the airplane can be serious, this month’s Safe Landings revisits the problem and re-emphasizes a lesson as old as powered flight: Fly the airplane; everything else is secondary. Note that the phrase, “FLY THE AIRPLANE” appears in all-caps in each of the following reports. The emphasis is not an editorial addition, but rather reflects the importance each reporter placed on that admonition.

A Flying Lesson Two Cessna 205 pilots flying in IMC and experiencing communication problems were fortunate that one of them recognized the importance of actually flying the aircraft. • We were in a well-equipped C205 with a thorough annual completed a few weeks earlier…. The ceilings were lowering quickly as lines of widely spread thunderstorms moved through the area. We had satellite weather and weather radar on board so we had updated information even though I did a thorough

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weather brief. We figured we’d be in front of the line of weather as long as we were airborne early. Our release time was 20 minutes later than hoped for. Satellite weather still showed, “Waiting for data.” We launched and within a minute were in IMC. The left seat pilot wasn’t doing a very good job of keeping wings level. I pointed to the attitude indicator…and decided that I’d only interfere if bank angle exceeded 15 degrees or so. I tried calling Center – nothing. We were at 3,500 feet (and cleared to 5,000). We should have had contact by now. I tried Approach – nothing; Tower – nothing. [There was] lots of activity on the [weather radar]; we needed to deviate

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soon…. I saw that we were in a 30-degree bank and said, “Let’s turn on the autopilot while I figure out this communication problem.” I fiddled with the radios, tried different frequencies – still nothing. I looked at the attitude indicator and saw a steep descending turn. I switched off the autopilot, grabbed the yoke and tried to figure out why the autopilot didn’t correct the bank angle. Then I heard a voice in my head, “FLY THE AIRPLANE!” I leveled the wings and arrested the descent. Lessons learned? Make sure you can hear some transmissions before taking off into IMC. The autopilot cannot be relied Continued on Page 28

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Safe Landings Continued from Page 27 on to reduce pilot load when there are system problems. A handheld GPS device with independent battery and approaches is a lifesaver. Practice for emergencies. They don’t happen when you are expecting them. And, most importantly, FLY THE AIRPLANE. “It is possible to fly without motors, but not without knowledge and skill.” Wilbur Wright

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In the following two reports, the pilots of a Cessna 210 and an Experimental Homebuilt both had a loss of oil pressure and were facing imminent engine failure. They had to make some quick assessments to determine the best course of action, but in the process they wisely maintained flying the airplane as their first priority. • We were flying [a Cessna 210] on an IFR departure…and were vectored to 080 degrees then southeast. As I rolled level [there was] a loud bang and heavy shudder of the engine. I turned the boost pump on and manipulated the throttle with no effect. RPM stayed about 1,0001,200. Oil pressure was zero. We declared an emergency and turned direct to [the airport] and were cleared to land, but we were unable to make it to the airport. We considered the highway, but there was heavy traffic. We located an open field and committed with a good approach and landing. [There was] no damage. The event confirmed the wisdom of FLYING THE AIRPLANE! • We flew our [Experimental Homebuilt] aircraft at about 2,500 feet and under the Class C airspace. About one hour into the trip, I heard a pop and there was smoke in the cabin. I had to assume that the smoke would only get thicker (though it did not). The EFIS

(Electronic Flight Instrument System) was flashing Zero Oil Pressure. I immediately looked for a good spot to put the airplane down. I knew from the GPS that we were not close enough to an airport. So much raced through my mind that I am not sure how to explain it as anything but almost instantaneous. All of the hours training for this came back with multiple instructors’ voices in my head repeating the procedures. I do not think I can emphasize this enough. It really was rote. I did not have to think about it. An airfield was out; the fields looked small and hilly; there was a road that was about to turn to a straight section directly in front of us. I pulled off the power and lined up on the road…. I started trying to tune the radio to 121.5, but then I heard, “FLY THE AIRPLANE” in my mind as I gave up on the radio. I did not exactly establish best glide as I needed to lose too much altitude. I was in a slight dive…. As we got closer to the road, I saw how close the trees were to my wingtips and how many power lines there seemed to be. We were flying right behind a truck and coming to a set of power lines…. I had put it in my head that I needed to fly as if I would lose the engine at any second, but I thought, “Well, I’ll go over that line and under the next!” I added power and I felt as though I were threading a needle. My foot slipped on the rudder pedal and I glanced down to see a river of shiny black oil on the floor. No time to think about that; FLY THE AIRPLANE! We sailed over the truck and…touched down and started the rollout. There is an old aviation adage that sums up the lessons in all of this month’s reports and it is just as valid today as when it was first expressed: Aviate; navigate; communicate. In other words, fly the airplane first.

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December 2011

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December 2011

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PROTOTYPE “EAGLE” FLOWN

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By Herb Foreman n Oct. 25, 2011, Richard (Butch) Pfeifer took off from the San Carlos Airport (Calif.) in the Prototype Christen Eagle to deliver it to a new home in the EAA Museum at Oshkosh, Wis. The beautiful aircraft was the creation of Frank Christensen who designed it and flew the first test flight in 1977. Christensen explained in a telephone conversation with me on Nov. 1, 2011 that he had been flying a Pitts and felt that a number of improvements to the Pitts would make it a better competition aircraft in both performance and comfort. The Eagle became an entirely new aircraft. Several of the major improvements included a new inverted fuel and oil system, an expanded cockpit with an overhead canopy that provided more creature comforts along with a heater and air conditioning system. The fuselage was longer than the Pitts. Pfeifer felt it to be a better acrobatic plane than the Pitts. Christensen bought the manufacturing rights to the Pitts in 1984 and moved

Above: Prototype Christen Eagle hanging in the Hiller Aviation Museum in San Carlos, CA. Left: The Christen Eagle’s creator, Frank Christensen. construction of the two planes to Afton, Wyo. A third plane was added to the line up also, the rugged Husky that was an improvement to the Piper Cub. To back up a little, I asked Christensen why he was moving the “Prototype” to Oshkosh. It had been on loan to the Hiller Aircraft Museum at the

San Carlos Airport in California for a little more than 11 years. It was a wonderful addition to the aircraft featured there. Christensen responded that when Stan Hiller, an old friend, called him and said he needed aircraft that were a part of aviation in northern California, he agreed to loan the Eagle for an unspecified length of time but it was always his intent to make the EAA Museum its final resting place.

Butch, who had put many hours in the Eagle, was asked to ready it for its final flight to Oshkosh after the 11-year sojourn at the Hiller facility. It had been hanging from the ceiling as if in flight. With the help of several pilot friends, he moved the beautiful bi-plane to his own hangar situated about 100 yards south of the museum. He conducted what might be called an expanded annual on the plane. He checked all the hoses and replaced those that had stiffened or cracked. He removed one cylinder and checked the cylinder walls and camshaft for signs of rust. The pickling fluid was washed out and new oil added. Wing struts were tightened, etc. Instruments were checked and repaired as needed. Before the trip to Oshkosh, Butch donned a parachute and flew the Eagle a little more than 100 miles North of the San Carlos Airport to the Nevada County Airport between Nevada City and Grass Valley. It flew like the “Eagle” it is and he had lunch with an old friend, John Conterno. John had helped him construct three Eagles that came from kits supplied by Christensen. Conerno was an Infantry man in WWII and had been badly wounded. He married one of the British Continued on Page 32

Celebrating Twenty-Eight Years of In Flight USA

December 2011

Prototype â&#x20AC;&#x153;Eagleâ&#x20AC;? Flown to New Home Continued from Page 31 nurses that cared for him in his recovery, a lovely girl by the name of Betty. The trip was so successful that Butch felt he could dispense with the uncomfortable parachute that irritated an old back injury. He had contemplated asking a friend to follow him in a â&#x20AC;&#x153;chase planeâ&#x20AC;? but decided he need not make the trip more complicated. He waited for a favorable weather window and took off Tuesday morning, Oct. 25, 2011. I waited with great anticipation for his return so that I could ask for the details of the cross-country flight. He

described his first landing at Lovelock, Nev. It was quite windy and the field was deserted except for one aircraft tied down outside of the hangar area. It was a Mig 17, of Korean War vintage, unpainted except for a red star on the tail. Both tires were flat and it was covered with dust. It was obvious it had not flown in a long time. There was no one on the field. He taxied to the self-serve gas pump and filled the tank anxious to be off on the next portion of his flight. He had flown 232 air miles from the take off at San Carlos.

Pilot Dick (Butch) Pfiefer with the Prototype Eagle. Pfiefer is a pilot with more than 30,000 hours of flying time. He began flying at age 14 and is a retired United Alrlines pilot. He has been a part of the construction of three other Eagles.

Pfiefer with his Super Eagle 300.

Two More Stops Before Jackson Hole

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Butch planned to make two more stops before spending the night with Christensen at Jackson Hole: Elko, Nev. and Idaho Falls. He gassed up at both of these fields. He commented the little Eagle only holds 26 gallons of fuel. With a smile, he said maybe 27 gallons if you banged hard on the cowling. Idaho Falls was 598 air miles from San Carlos. From Idaho Falls, it was a short 64 air miles to Jackson Hole, Wyo. He spent the night at Christensenâ&#x20AC;&#x2122;s home and the two old friends caught up on the events since their last meeting, and the changes that have taken place in aviation. After spending the night at Jackson Hole, he took off for Casper, Wyo. on the morning of Oct. 26 â&#x20AC;&#x201C; 854 air miles from San Carlos. The weather had begun to change. A local pilot told him of a shortcut over the mountains in front of him. He decided to try it. Butch flew up one canyon only to find that it came to a dead

end and he had to turn back. He flew up two more canyons with the same result. The fourth canyon was on his original flight plan and he could see light on the other side of the pass. The little Eagle darted through it as snow began to fall on the canopy. As he turned his head to look back, he could see that the cloud cover had lowered preventing a return. With a sigh of relief he began a decent to the Casper Airport. From Casper, it was another 158 air miles to Chadron, Neb. (1,012 air miles from San Carlos.) After filling the tank with fuel, he took off for Mitchell, S. Dak. (1,232 air miles from San Carlos.) Butch was favoring his back that tended to ache if he sat in one position for a lengthy period. He decided it would be smart to stay the night at Albert Lea Airport in Minnesota before reaching his final destination. Albert Lea was 1,435 air miles from his take off at San Carlos. He had landed at this airport several times in the past. He told me an interesting story that Continued on Page 35

December 2011

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BARR

December 2011

BACK: PRIVACY RIGHTS RESTORED

Successfully allows noncommercial pilots to opt-out of having their aircraft tracked by anyone, anywhere in the world. By AOPA ePublishing staff

in a Transportation, Housing, and Urban Development appropriations bill. Privacy advocates in Congress and the general aviation industry had been fighting for the restoration of BARR since the announcement earlier this year that the program – which allows participants to block their N number and associated flight information when flying IFR – would be limited to those who could prove a “valid security

ilots can again protect private data about their aircraft’s movements from being publicly released, the FAA announced Dec. 2, responding to provisions of a recent law. Congress had effectively restored the Block Aircraft Registration Request program by overwhelming vote in November,

concern.” “On behalf of our AOPA members, we thank those in Congress and the administration who recognize the importance of assuring a measure of privacy protection to individuals operating their own aircraft,” said AOPA President Craig Fuller. “We are pleased to have the BARR program back in operation.” The dismantling of BARR, which

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took effect Aug. 2, was met with bipartisan opposition in Congress. Many members of Congress and senators voiced their opposition to the change in letters to the Department of Transportation in the summer, and two bills to restore the program began making their way through each house of Congress. The appropriations bill that led to the program’s reinstatement cut off funding to anything that would limit an operator’s ability to request that his or her aircraft’s information be blocked from public dissemination. Proponents of BARR argued that releasing information to the public such as the aircraft’s altitude, airspeed, destination, and estimated time of arrival invades privacy, poses a security risk to those on board, and threatens the competitiveness of U.S. companies. NBAA led the initiative to restore BARR, and AOPA joined the association in taking the fight to court, petitioning the U.S. Court of Appeals for the District of Columbia to invalidate the new limitations on BARR. “NBAA and its members thank the leaders in Congress for taking action to address our industry’s long-standing concern that curtailment of the BARR program represents an invasion of privacy, a competitive threat to businesses, and a potential security risk,” said NBAA President and CEO Ed Bolen. “We commend the administration for working with our industry to implement this change.” The Experimental Aircraft Association joined the effort by filing a friend of the court brief in support of the suit. After the FAA’s announcement, EAA President and CEO Rod Hightower said, “We appreciate the efforts of those in Congress who acted to preserve the privacy rights of aviators within the BARR program. We also applaud the efforts of those within the aviation community who worked together on this important issue.” The court was scheduled to hear arguments Dec. 2. In advance of the hearing, the Department of Justice late Dec. 1 issued a letter to the court clerk, announcing that the FAA was withdrawing its policy that was at the center of the case. “Effective immediately, the FAA will no longer require an owner or operator of general aviation aircraft or of on-demand air charter aircraft (operating under 14 CFR Part 135) to submit a Certified Security Concern to block that owner or operator’s aircraft registration number form the FAA’s ASDI or NASSI data,” except for data made available to the government.

December 2011

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EBAA OPPOSES REVISION TO AIRPORT SLOT REGULATION The European Business Aviation Association (EBAA) vehemently voices concerns over the European Commission’s draft regulation for airport slot allocation. The Association is hugely disappointed that the European Commission, despite robust arguments against, has maintained a recast of its Slot Regulation based on the Steer Davies Gleave (SDG) study, which predicates the future allocation of slots based solely on the number of passengers carried, thus rejecting other fundamental criteria. As such, this proposal will have an adverse impact on demand by failing to recognise the pivotal role of regional and business aviation in connecting the diverse regions of Europe, increasing mobility and the productivity of businesses, and supporting regional cohesion. The Commission’s recommended approach is fundamentally flawed, as that the sole number of passengers for the attribution of slots will inevitably lead to privileging one category of airspace users over others. This would have grave implications for the economies of local/regional communities, Europe as a whole, and peripheral locations. EBAA can only express its dismay that, in order to solve the capacity crunch,

the Commission opts for rules that would deprive hubs of their spokes and bring uncertainty to investments at regional and secondary airports, thus jeopardizing them. Especially worrying is that even non-European airlines are privileged due to the way secondary trading is orchestrated, resulting in further imbalance. “While EBAA welcomes a revision of the system for allocating slots at Europe’s airports, a fair and equitable solution would recognize historical rights for all airspace users, with an understanding that each airspace model is an essential component of Europe’s air transport policy. It must also consider that using slots 80 percent of the time is already extremely challenging and should not be reconsidered,” says Fabio Gamba, EBAA Chief Executive Officer. In a competitive industry, the allocation of slots is ultimately the result of a failure to match demand with adequate infrastructure. The Commission should avoid making matters worse ahead of other capacity enhancing initiatives such as the Single European Sky, by artificially stifling competition and allowing hubs and secondary airports to be the monopolies of long-haul super jumbos, operating for the benefit of non-European economies.

Prototype “Eagle” Continued from Page 32 took place 30 years earlier at Albert Lea in the same Eagle. The airport manager had been kind to him and had an open hangar when he landed. There were five young boys in the hangar hoping they could talk him into taking them for a ride. He promised them a flight the next morning if they would wash the bugs and grime from the Eagle. The budding airmen were happy to do so and he did take them for a short ride the following day before resuming his flight. Butch landed there the following year and the boys were there again, with buckets and mops to wash the plane and get another ride in that beautiful Eagle. Now, 30 years later, one of the boys was still there as an employee of the airport. It was good to know that he had spent his adulthood in aviation. After the night spent there, he took off for Oshkosh the following day. He had flown the little Eagle 1,644 air miles to its new home in the EAA Museum’s Aerobatic Gallery. It had been a long trip. The Eagle was not designed to be a cross-country aircraft. It is a very interesting plane to fly, however. The aircraft is very sensi-

tive on the controls and must be flown at all times so that it does not get away from the pilot. Long trips can be wearing. It was made expressly for acrobatics. Because of all the design changes, Butch feels it is a better acrobatic plane than the Pitts. He has been involved in the construction of at least six Eagles. He has his own Eagle and has made a number of changes in it beyond the Prototype. It has two fuel tanks for longer cross-country trips; an IO-540 engine of 300 h.p.; a slightly longer fuselage; and supports a large, three-bladed prop. He calls it the Super Eagle 300 and I have had the pleasure of flying in it with Butch at the controls – it is a screamer! Butch was eager to say that Frank Christensen opened up a whole new era of “quality kits.” The excellent manuals alone are worth an entire story. Nothing before had been done to that extent. Christensen told me that at the time he retired and sold the company, 1,100 kits had been sold and delivered. Butch Pfeifer says, “Hats off to Frank Christensen!”

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recent announcement that the Federal Aviation Administration (FAA) will soon charge users to download aeronautical charts was met with strong dissent within the aviation community. Pilots and app developers may see the move as yet another means for the agency to separate pilots from their wallets, but the FAA maintains the change is necessary to preserve the safety and integrity of vital aeronautical information. Effective April 5, 2012, the FAA’s Aeronautical Navigation Products (AeroNav) will require anyone downloading charts to have a contract with the agency, but FAA spokesperson Paul Takemoto asserted most AeroNav offerings will continue as before. “For many users, the way things are now is pretty much the way they will be after April 5,” he explained. “You will still be able to view AeroNav products for free on the FAA web site, but downloads will need to be done through AeroNav or a digital distributor. Those distributors will be required to have an agreement, to maintain integrity of product.” Alas, those agreements will come at a price – and what those prices will be hasn’t been announced yet – but Takemoto stressed the agency has no profit motive. “Congress requires us to gather our costs, which include database management, compiling the charts, and printing and dissemination,” he said. “Those agreements will also prevent alterations to downloaded charts. As of now, if someone downloads then changes the information presented, we don’t know how to correct that, or even who to go to.” Regardless of the agency’s reasons for the change, the news surprised many pilots and other users, as well as the developers of several flight-planning applications that use information from AeroNav. It is also not yet known how

the FAA’s policy shift may affect providers of free online sectional charts and other products, such as SkyVector and RunwayFinder.com. “We had not anticipated a change, as it’s not typical for the government to provide free services – the GPS system, for example – that help create jobs and innovation, then remove or limit access to those same services,” said Tyson Weihs, co-founder and principal developer at ForeFlight. Hilton Goldstein, developer of WingX Pro software for pilots, added he was unaware of any change in AeroNav’s distribution structure until he received an invitation to a Dec. 13 industry meeting with the agency. That notice contained no specific information, Goldstein added, but rather “words about ‘agreements’ and ‘pricing structure.’” NBAA will also be participating in the meeting to ensure that business aviation interests are represented. Despite the stern tone of those meeting notices, Takemoto said the agency’s plans are not set in stone. “The Dec. 13 meeting is to review contract terms with distributors,” he said, “and we will be open to comments.” ForeFlight’s Weihs indicated the FAA may indeed expect vocal opposition to the plan. “AeroNav Services has not provided sufficient information to our industry to determine if ForeFlight [or other app providers] would have to raise prices after April 5, 2012, to provide access to products produced by AeroNav,” he stated. “That said, if the user fees AeroNav reveals during the planned Dec. 13, ‘digital chart agent’ meeting are too high for ForeFlight to absorb, we would have to consider raising prices come April.” Still, Weihs offered measured optimism that a compromise may ultimately be reached. “We are in contact with AeroNav and providing feedback that we are optimistic will lead to a reasonable solution,” he concluded.

Check the NEW Events Calender! www.inflightusa.com Submit your events online.

December 2011

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GA PRESPECTIVE:

INDUSTRY TO DEMAND ANSWERS ON DIGITAL CHART CHANGES By AOPA ePublishing Staff OPA is collaborating with commercial vendors of FAA digital chart products in advance of a Dec. 13 meeting with the agency to learn about its plans to begin charging for its digital products and only provide them to those who have an agreement with the agency’s AeroNav Services branch. The association reached out to ForeFlight, Seattle Avionics, Aspen Avionics, Sporty’s Pilot Shop, Hilton Software, VoiceFlight Systems, and the Experimental Aircraft Association to help ensure the industry presents a unified voice during the Dec. 13 meeting in Glenn Dale, Md. AOPA and the industry plan to push the FAA for answers on the details of the plan, the agency’s long-term vision for digital publications, and the difference between printed and digital chart product models. The FAA has not yet released any details of the plan to charge for the products. However, the FAA posted a notice on its website that as of Oct. 20, new chart editions would not be available until 24 hours in advance of their effective dates. This is a change to the FAA’s previous operations in which the digital charting products were available for download up to 15 days prior to their effective date. The FAA claims that it will begin charging for its digital products to enhance safety. The agency acknowledged that it does not know who is downloading its data or how it is being used, which could impact the integrity of the information. While AOPA understands it is vital to protect the integrity of the data that pilots use to navigate under VFR and IFR, the association believes there are other ways to ensure the data is being used properly without charging fees. “It might be possible to create a digital products agreement similar to what the FAA has done with its print chart vendors,” which are not charged just to sign an agreement with the agency, said Heidi Williams, AOPA senior director of airspace and modernization. AOPA and the industry are concerned that the FAA’s proposal may ulti-

mately set up a fee structure that creates a safety-of-flight problem. Right now, the data is free and accessible to all pilots, or available for a low-cost subscription through commercial vendors who use the data in their flight planning applications. Depending on the fee structure the FAA establishes for the data, that cost may ultimately be passed on to pilots who would have to make a decision on what and how much data to purchase for their navigation purposes. The FAA has the authority to charge for its products, as long as it does not turn a profit through the sales. However, the agency is not mandated to have a monopoly on the data or charge for full-cost recovery. “But more importantly, safety cannot be impacted as a result of the charges,” Williams said, “and we simply don’t have the data to know if that is the case.” The group also wants to know what studies the agency has conducted to determine that charging for the products will enhance safety or be in the best interest of pilots. As AOPA continues to work with the industry to develop a united front, the association will continue its discussions with the FAA. AOPA met with FAA officials in August and October, and will meet with them again Dec. 6 during an open house in advance of the Dec. 13 industry meeting. In 2009, the FAA consolidated the National Aeronautical Charting Office and the National Flight Procedures Office into one high-performance organization intended “to eliminate redundant processes and improve the quality of aeronautical navigation data,” AOPA previously reported. Since then, AeroNav Services has made numerous changes to FAA policies, including an increase to the threshold of the amount of chart sales vendors needed to meet and the release of new charts to pilots. AOPA regularly meets with AeroNav Services officials and advocates on behalf of members on any proposed changes. The association is doing the same with the FAA’s plan to charge for digital products and will share more information with members after its Dec. 6 and 13 meetings with the agency.

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Celebrating Twenty-Eight Years of In Flight USA

What’s Up Continued from Page 26 under a 1948 “instrument of transfer.”

Too Young to Die (Borrowed Title & Words to make a point) By David Jack Kenny Every fatal accident is tragic, but the loss is particularly keen when an instant of bad luck or a moment of bad judgment

ONE

ends a promising flying career before it’s fairly begun. Worse yet is seeing other young lives cut short as well, particularly when that’s the result of the trust they placed in the skills and decision making of an inexperienced pilot. A little after 2 p.m. on June 27, 2010, a 180-horsepower Piper Arrow took off from the Kalispell, Mont., City Airport. The weather was fine that Sunday afternoon, with light southeasterly winds,

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clear skies, and unlimited visibility. The 25-year-old, 100-hour private pilot had rented the airplane to take three friends, ages 28, 27, and 23, on a sightseeing flight over Flathead Lake and Glacier National Park. Two of the passengers were expected at a barbecue later that afternoon, and the airplane was reported missing after they failed to arrive. (Article appears in full at www.aopa.org) Okay, now my turn and the point I wanted to make: More often than not, new neighbors in our friendly skies plop their bottoms on a new, fresh private ticket and can’t wait to scare their best friends to death. Probably a bad choice of words, but never the less, it happens. I have repeatedly requested and begged that before you can exercise the privileges of being “one of us,” you must log some time with a loaded airplane (having at least four seats of course). Flying with your instructor in a two-seat airplane, or even a big four-seater, is a different ride than one that has four filled seats and fuel. I’m not saying that in the above story by Mr. Kenny that is what happened, but if I had to put money on it I would say it was a contributing factor. I’m just saying . . .

The Letters & Words We Are Afraid Of or That Scare Us And I’m sure I’ve forgotten some; feel free to let me know which ones they are. FAA: Mixed emotions, are they good guys or bad guys? I suppose it depends on the day of the week, what your issues are, and are you feeling lucky? In the end, it’s still their game, but you do pay their salaries. SOS: I suppose this only applies to those of you piloting a boat – I personally can’t remember ever using that term in the air. DOA: I hope not! MAYDAY: Now this is another story. Have I ever used it? No! Have I heard it used, yes. Would I use it if necessary? You betcha! IRS: We forget they work for us and we are innocent until they get through beating us up. They lose more cases than they win. Remember to take control of any meeting you have with them, and take an expert with you, if even just for show. TFRs: The problem is we are never really sure what, when and where they are and what they mean. I heard one of the Flock of Prez candidates say he wants to abolish them. That alone might get my vote. COD: are you kidding? AARP: We hate it when we become

December 2011

members, then we find out it’s really a good thing. Well it has been for me. If you don’t know what it means then you are probably not there yet. TBO: This is the juicy one, can we talk? I don’t know of any of these subjects I like talking about more than this. I’ll keep it short! TBOs are “recommended,” not “required.” When you have an hour we can talk about it more. SMOH: It’s just a number and no one really cares about it. Okay, maybe you do, but not even the insurance companies or the FAA care (unless you are thinking about shipping your aircraft out of our great country.) Remember, once again, it’s just a number, not a death sentence.

Rent, Buy, Own or Partner? You know, I should devote a whole column to this subject alone. This is a question all of you should ask yourself before writing any aviation related checks. There are formulas that work in answering these questions and I have a few years left to answer them.

Don’t Do It ! ! ! One of my really big concerns is low-time pilots getting behind the stick of a really high-performance airplane. In the spirit of giving you the best information available I have no problem referring you to words written by folks much smarter than I. Check out “Out of your comfort zone? Don’t yank on the yoke” By Dave Hirschman for AOPA.org which can be found at http://aviationservicesdirectory.com/permalink.php?id=1155. My thanks to the contributors of the above, very valuable, lesson.

On Final For you Thanksgiving Day survivors, heads up! You know what’s coming this month; we’re going to light candles, hang lights, eat too much again, and spend a lot of money we may not have. It’s going to be a little colder, but a great time to fly. Crisp cool air, birds and cats under the cowling, and that pesky thing called “ice.” I hope it’s an amazing month for you and your families; I wish you a healthy and safe New Year and remind you that I’m always here to hear your stories. As I always do, a reminder to those folks that are away and still wearing an armed forces uniform, we always have room for you at our table. Come home soon! That’s Thirty! “Over”

December 2011

OODIES AND ADGETS

www.inflightusa.com

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.

EI Commander Ignition Controllers EICommander is the leader in ignition monitoring and tuning for experimental aircraft. The EIectronic Ignition Commander provides a pilot flying with the P-mag electronic ignition from Emag Electronic Ignitions the ability to monitor the condition of their ignition, adjust the ignition in flight to suit fuel and flight requirements, and minimize fuel consumption while reducing emissions. With the ability to notify the pilot of a failed ignition component, such as a broken spark plug wire, miss-timed ignition, or worn magneto gear, the EICommander is to your ignition system what an EMS is to your engine. Since the EICommander has been in use, it has alerted users to anomalous ignition conditions - which could have led to problems if left undetected and uncorrected. The EICommander comes in two formats, both with sunlight readable organic LED displays; a round 2-1/4 inch (5.715 cm) bezel which fits a standard instrument hole and a 3-inch (75 cm) wide by 1-9/16 inch (4 cm) rectangular EFIS display format this is more common in today’s modern instrument panel. At less than three ounces installed, the EICommander is a weight penalty that any safety conscious pilot will accept. The ElCommander is available through Aircraft Spruce and can be found on their website at www.aircraftspruce.com. For more information, contact Aircraft Spruce at 1877/477-7823 and reference part number 11-10041 for the 2 -1/4 inch Standard Instrument Display or part number 11-10042 for the Rectangular EFIS Display.

The Shure-Step II The Shure-Step II is a 10-inch-high step stool that will not tip or slip during use for aircraft maintenance. The top surface of the Shure-Step II is very rough, to keep mechanics safe during aircraft maintenance. This step stool is rated for 500 pounds yet only weighs 10 pounds. Six large rubber pads on the bottom of the Shure-Step II prevent the step from scratching the paint on an aircraft, and ice cleats keep the step from sliding during icy winter conditions. The Shure-Step II is available through Aircraft Spruce and can be found on their website at www.aircraftspruce.com. For more information, contact Aircraft Spruce at 1877/477-7823 and reference part number 13-11219.

FAA Creates Laser Web Page Continued from Page 9 “As a former commercial airline pilot, I can tell you that shining a laser into the cockpit of an aircraft is a serious safety risk,” Administrator Babbitt said today at a conference on the dangers of laser events sponsored by the Air Line Pilots Association (ALPA). “Lasers can distract or temporarily blind pilots who are trying to fly safely to their destinations and could compromise the safety of hundreds of passengers.” Laser event reports have increased steadily since the FAA created a formal reporting system in 2005 to collect information from pilots. Reports rose from nearly 300 in 2005 to 1,527 in 2009 and 2,836 in 2010.

This year, pilots reported 2,795 laser events through Oct. 20. Pilots have reported the most laser events in 2011 in Phoenix (96), Philadelphia (95) and Chicago (83). The FAA began addressing the problem in 2005 by encouraging pilots to report laser events to the nearest air traffic control facility and requiring facilities to immediately relay that information to local law enforcement agencies. In June 2011, the FAA announced it would start imposing civil penalties of up to $11,000 against people who interfere with a flight crew by pointing a laser into the cockpit of an aircraft. The agency is currently working on 18 civil penalty cases.

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Celebrating Twenty-Eight Years of In Flight USA

December 2011

Green News

WORKING TOGETHER ON FUEL - BIOFUELS ARE The International Air Transport Association (IATA) called on stakeholders in the aviation and air transport fuel supply value chains to join together on three critical areas for innovation: safety, environment and commercial issues. “Air transport needs fuel that is safe, used in an environmentally responsible manner, with a reliable supply and at reasonable cost,” said Tony Tyler, IATA’s Director General and CEO in an address to the IATA Fuel Forum, that took place in Paris, France. Tyler noted the creation of a manual of global standards for fuel supply, storage and provision as an example of what can be achieved when stakeholders work together. “Safety always comes first. Recent incidents involving fuel contamination show the need for systems and processes that keep the fuel supply safe. Working together with the International Civil Aviation Organization (ICAO) and the Air Transport Association (ATA) we are producing the first manual of global standards for fuel supply, storage and provision though the ICAO processes. This is a true innovation in how we manage fuel with standards, best practices and procedures to safeguard quality throughout the fuel supply chain – from the refinery to when it is delivered into the aircraft,” said Tyler.

Tyler urged similar cooperation on environment and commercial issues.

Environment: “Fuel is closely linked to one of aviation’s great challenges – to reduce its carbon emissions. Airlines are responsible for two percent of global manmade CO2 emissions. Aviation must be sustainable. Sustainability is our license to grow and provide the connectivity that has turned our planet into a global community. We have embraced this with commitments to improve fuel efficiency by 1.5 percent annually to 2020, cap net emissions from 2020 and cut net emissions in half by 2050 compared to 2005 levels,” said Tyler. Tyler cited the importance of introducing sustainable biofuels to this effort. “Sustainable biofuels are safe, approved and airlines are using them for commercial flights. With the potential to cut aviation’s carbon footprint by up to 80 percent over the lifecycle of the fuel, sustainable biofuels have the potential to be a game changer. But they are still expensive and supply is limited. In other words, we need to commercialize them,” said Tyler. “There is an opportunity for both our traditional suppliers and new entrants to engage in this exciting development. We need to work together and

AN INDUSTRY

speak with a common voice. That is the way to convince governments to provide the right policies to develop a sustainable aviation biofuel industry,” said Tyler. Tyler outlined six steps for governments to promote the successful commercialization of sustainable biofuels: (1) foster research into new feedstock sources and refining processes, (2) derisk public and private investments in aviation biofuels, (3) provide incentives for airlines to use biofuels from an early stage, (4) encourage stakeholders to commit to robust international sustainability criteria, (5) make the most of local green growth opportunities, and (6) encourage coalitions encompassing all parts of the supply chain. “Such policies would help increase volumes and drive down costs – exactly what is needed to move forward. And at this time of global uncertainty, it makes sense for governments to invest in sustainable biofuels that will increase energy self-sufficiency and create jobs in the green economy,” said Tyler.

Commercial Issues: Along with encouraging cooperation on supply reliability issues that impact even the industry’s largest hubs, Tyler called on governments to re-think taxation and pricing policies that inflate jet

PRIORITY

fuel costs in light of aviation’s significant economic and social benefits. “Aviation is a catalyst for economic growth and jobs. At a global level aviation supports $3.5 trillion in economic activity and 33 million jobs. Particularly at this time of economic uncertainty, governments should take strategic advantage of aviation’s connectivity to support growth and jobs with policies that support competitiveness,” said Tyler. Alongside reminding governments to abide by Chicago Convention commitments not to tax international jet fuel, Tyler called on governments to ensure competitive fuel supply environments at airports and to re-think fuel pricing policies with the aim of supporting aviation’s competitiveness as a strategic component of national economies. In 2011, the industry’s fuel bill is expected to be $176 billion (30 percent of operating costs) based on oil at $110 per barrel. In 2012, the fuel bill is expected to reach $201 billion (32 percent of operating costs) based on an average oil price of $100 per barrel. Overall industry profitability is expected to decline from $6.9 billion (1.2 percent net margin) in 2011 to $4.9 billion (0.8 percent net margin) in 2012. To read Tony Tyler’s full speech, visit www.iata.org/pressroom/speeches/pages/ 2011-11-15-01.aspx

LINDBERGH FOUNDATION ANNOUNCES NEW BOARD MEMBERS The Charles A. and Anne Morrow Lindbergh Foundation has announce the elections of Embraer’s Vice President of Corporate Communications Robert Stangarone and GAMA’s Director of Communications Katie Pribyl to the Foundation’s Board of Directors. “We couldn’t be more pleased to have Bob and Katie join the Lindbergh Foundation Board, said Lindbergh Foundation Chairman and CEO Larry Williams. “Their experience as both gifted communicators and respected members of the aviation community will be welcomed in our mission to better the environment through the innovative use of science and technology. As the Foundation strives to further its aviation-environmental programming, we are confident that their leadership will be valuable additions to our already-influential board.”

Katie Pribyl Pribyl serves as Director of Communications for General Aviation Manufacturer’s Association (GAMA).

Previously, she worked at Phaneuf Associates where she supported the FAA National Aviation Safety Data Analysis Center (NASDAC) conducting studies and assessments of aviation safety data. In addition to acting as a line pilot with Atlantic Coast Airlines/Independence Air, Pribyl also worked with the company’s air carrier certification team and participated in public outreach programs. “It is indeed an honor to have been selected to serve the Lindbergh Foundation as Director,” noted Pribyl. “We’re all quite familiar with Charles’

accomplishments, and I’ve always admired the tenacity, courage, and insightfulness of Anne Morrow Lindbergh as well. I hope that my contributions to their legacy can create additional value for the Foundation’s work on aviation-environmental concerns.” Pribyl is a commercial pilot with 4,000 hours of flight experience and she is also a certificated flight instructor. A native of Montana, Pribyl graduated from Embry-Riddle Aeronautical University at Prescott with a Bachelor of Science in Aeronautical Science. She currently resides in Alexandria, Virginia.

Robert Stangarone Stangarone is the newly-appointed Vice President of Corporate Communications, North America for Embraer, following a successful stint heading Corporate Communications at Cessna. Stangarone’s earlier career included serving as Managing Editor of Business & Commercial Aviation magazine, in addition to having held senior communica-

tions positions with such highly respected companies as United Technologies (Pratt & Whitney and Sikorsky), Rolls-Royce North America, and Fairchild Dornier. “I’ve been an enthusiastic supporter of the Lindbergh Foundation for some time,” Stangarone said. “I’m pleased that the Lindbergh Foundation has the foresight and credentials to undertake such meaningful work. I look forward to finding new ways to help enhance the Aviation Green Alliance program, as I’m sure the Lindberghs would have heartily endorsed Continued on Page 41

December 2011

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Green News

AIR RACING PILOT AWARDED BLERIOT MEDAL FOR SPEED RECORD WITH ECO-EFFICIENT, UNLEADED FUEL On Nov. 17, 2011 the Federation Aeronautique Internationale awarded the Louis Bleriot Medal to air racing pilot Richard “Smokey” Young at a ceremony in Los Angeles, Calif. The Bleriot medal is awarded each year to a record setter in speed, altitude or distance and is named in honor of Louis Bleriot, an early air racing pilot and aviation pioneer. Young established his world speed record on Sept. 11, 2010 at Thermal, Calif. in a Western Air Racing Formula 1 aircraft. The record, for aircraft weighing between 660 lbs. and 1,100 lbs. was set at 242.7 mph. One of the most remarkable aspects of this record flight was that it was set using an experimental fuel derived entirely from renewable or “green” resources. This biomass fuel, designed by Swift Enterprises is intended to replace the leaded aviation gasoline’s currently in use. Young wanted to emphasize the viability of greener fuels, even in extreme

racing situations. For his flight on Sept, 11, 2010 in Palm Springs, Calif., he established a speed record that is almost 200 mph in excess of what most airplanes can achieve using the same power plant and traditional leaded fuels. Accomplishing this feat not only further proved his prowess as a pilot, but also legitimized the capabilities of biomass derived fuel. In addition to Swift Enterprises, the record flight was also sponsored by Tradition Aviation, an independent fixed base operation (FBO) doing business at the Jacqueline Cochran Regional Airport (JCRA) and Pacific Continental Engines located on-field at Whiteman Airport (WHP) in Los Angeles, Calif. Swift/Fuel’s unique composition sets it apart from other alternative fuels. Swift/Fuel contains no ethanol, and can be made from a number of bio-mass materials, even garbage. Also, in most

cases it can act as a direct replacement to 100LL gasoline. The search for an alternative aviation fuel is key because it is still legal for aircraft to use leaded fuel, unlike automobile gasoline. Lead poisoning can cause any number of ailments, especially in children, including permanent nerve damage, anemia, and even mental retardation, according to Environmental Protection Agency administrator Carol M. Browner.

About Richard “Smokey” Young Young is the Director of the Aviation Pilot Training program at Orange Coast College in Costa Mesa, Calif. In addition he is an air racing and exhibition pilot who raced in the Reno Air Races from 2003 to 2009 in the Formula 1 class. In 2008 Smokey began racing in Europe’s Aero GP series performing at races in Romania, Great Britain and United Arab

U.S. AIR FORCE RELEASES TEST RESULTS The U.S. Air Force Research Laboratory (AFRL) at Wright-Patterson Air Force Base has released analytical test results of a plant derived jet fuel produced by Virent with technical collaborator Shell. The AFRL tests corroborate the potential of Virent’s jet fuel and confirm that it warrants further study as a 100 percent-renewable, fully-synthetic, standalone jet fuel or as a 50/50 blend with petroleum based jet fuel. ‘‘Today’s plant derived aviation fuels are blended with conventional petroleum-derived jet fuel,” explains Aaron Imrie, commercial fuels manager at Virent. “These AFRL results are exciting because they demonstrate the potential of Virent’s catalytic process to create renewable plant-based jet fuel that can

meet or exceed petroleum based jet fuel specifications at 100 percent concentration. We expect a high level of interest in the aviation industry for a single, fullyrenewable, plant-based jet fuel.’’ The fuel was tested according to the requirements of the Alternative and Experimental Jet Fuel and Jet Fuel Blend Stock Evaluation protocol of the Fuels & Energy Branch of the AFRL. Further non-specification evaluations were also undertaken including the determination of polar components, o-ring seal swell tests and the measurement of thermal stability. These evaluations confirm that the fuel is suitable for further study as a fully synthetic fuel. As larger volumes of Virent jet fuel become available, the AFRL will conduct further analysis, focusing on fit-for-pur-

FOR

(File Photo) Emirates. From November 2007 to November 2010 Smokey was the President of the International Formula 1 Air Racing Association, air racing’s leading governing body.

VIRENT JET FUEL

pose testing as required by the American Society for Testing and Materials (ASTM). Virent has several initiatives underway supporting the conversion of lignocellulosic-based sugars to jet fuel, the most recent being a $13.4 million U.S. Department of Energy Award to support conversion of corn stover to jet fuel.

About Virent, Inc. Virent is replacing crude oil by creating the chemicals and fuels the world demands using a wide range of naturallyoccurring, renewable resources. Its patented technology features catalytic chemistry to convert plant-based sugars into a full range of products identical to those made from petroleum, including

gasoline, diesel, jet fuel, and chemicals for plastics and fibers. The products are drop-in replacements that enable full utilization of existing logistics infrastructure without blending limitations. The development of Virent’s BioForming technology platform is supported through strategic investors, including Cargill, Shell and Honda, as well as 115 employees based in Madison, Wis. The company has received several grants from the U.S. Departments of Commerce, Energy and Agriculture and has been recognized with many honors, including the World Economic Forum Technology Pioneer award and the EPA’s Presidential Green Chemistry Challenge Award. Learn more at www.Virent.com.

Lindbergh Foundation Continued from Page 40 this kind of environmental responsibility.” Stangarone holds a commercial pilot’s license with instrument and multiengine ratings, and is type rated in several business jets. As a former flight and acrobatics instructor and charter pilot, he has logged more than 2,000 flight hours.

Aviation Green Alliance Update The Foundation is also very pleased to recognize Fantasy of Flight President Kermit Weeks as an Aviation Green Alliance (“AGA”) Founder Member. Weeks joins Foundation Vice Chairman David Treinis and John and Martha King,

of King Schools, Inc., as Individual Founding Members of AGA. The Aviation Green Alliance was formed to support aviation-related companies and individuals committed to proactively addressing matters regarding aviation and the environment. With a stated mission that includes ‘Encouraging

solutions, acknowledging progress and communicating ideas,’ the Aviation Green Alliance will create multiple platforms for members to share strategies, findings, progress, and ideas related to addressing aviation’s environmental challenges.

Celebrating Twenty-Eight Years of In Flight USA

RELIEF GAINED By EAA Staff (www.eaa.org) he FAA has published an advance NOTAM, FDC 1/5334, that provides relief for pilots operating out of Virginia’s Leesburg Executive Airport (JYO). Effective Nov. 30, 2011, pilots will no longer be required to comply with some of the complex operating requirements of the Special Flight Rules Area (SFRA) established for the Washington, D.C., capitol region, which hopefully will reduce the number of flight violations that have occurred in this area. Most of the violations in the Leesburg Special Maneuvering Area have been caused by pilots simply entering the wrong transponder code prior to departure or entry into this maneuver area. “The pilots operating from Leesburg Executive Airport (JYO) appreciate the change in the operating procedures within the Leesburg Special Maneuvering Area and we thank the FAA for making this change,” said Dave Watrous, EAA

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563322, volunteer vice chairman of the Potomac Class B Ad Hoc Committee. Calling the new procedures a “small step,” he added, “The pilots based at Leesburg Executive Airport agree with EAA’s request to completely eliminate the Leesburg Special Maneuver Area by making it a cutout from all SFRA requirements. Aircraft based at or operating to/from Leesburg Executive Airport do not pose a threat to the National Capitol Region.” EAA urges pilots who fly in this area to become familiar with the new operating procedures prior to the NOTAM effective date. Highlights of the new procedures include: • Be equipped with at least one operable two-way radio capable of communicating with Potomac TRACON on appropriate radio frequencies. • Be equipped with an operating transponder with automatic altitude reporting capability as specified under 14 CFR Section 91.215. • Monitor VHF guard 121.5 or UHF guard 243.0, if able.

BOB CULLEN BOB@CHINOAIRCRAFT.COM

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• Squawk the ATC-assigned transponder code or appropriate Leesburg movement area beacon code at all times. Code 1200 is not permitted at any time within the Leesburg Special Maneuvering Area or SFRA. • Maximum airspeed is 180 knots. • Pilots departing or arriving into the maneuver area need to self-announce their aircraft call sign, aircraft type, and runway of intended landing on the Leesburg Executive common traffic advisory frequency (CTAF). • Pilots wishing to operate in the Leesburg traffic pattern must file a D.C. SFRA flight plan, squawk a transponder code issued by Potomac TRACON, establish and maintain radio contact with Potomac TRACON, and receive permission from Potomac TRACON to perform practice approaches into the airport (authorization will be solely based on Potomac TRACON workload). “EAA will continue working with AOPA, FAA, and TSA to seek to resolve flight safety issues and the complete elimination of these requirements,” said

Randy Hansen, EAA government relations director. “For example, these new procedures create a flight safety issue where none existed before; when flying in the traffic pattern you must maintain contact with Potomac TRACON while all arriving and departing traffic must use the CTAF, which means when you have two or more aircraft operating in the traffic pattern they may not be communicating with each other – a very risky flight safety concern.”

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

EXECUTIVE AIRPORT PILOTS

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

At Chino Airport Southern California’s High Volume, Low Priced Aircraft Dealer! Best Buys Available Anywhere! Largest Selection of “In-Stock” Inventory in the West!

December 2011

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

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

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PIPER PA22 Colt/Tri-Pacer 32.00 PA23 Aztech 74.50 PA24 Commanche 32.00 PA25 Pawnee 134.50 PA28 Cherokee 49.50 Fuel Tank Kit 59.50 PA28 Challenger Archer 49.50 PA28 Warrior/Archer II/ Dakota 32.50 PA28R Arrow (Flat Wing) 54.50 PA28R Arrow (Tap Wing) 52.00 PA30 Twin Comm 64.50 PA31 Navajo 179.50 PA32 Cherokee Six/ Saratoga 49.50 PA32R Lance 49.50 PA34 Seneca 79.50 PA38 Tomahawk 34.50

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“SS” SCREW ASSORTMENT 2400 Piece Set ....................................................... $98.95 “SS” Handi-Pak (225 pcs. Total)................................24.95

LANDING AND NAVIGATION LAMPS

4509...............................$ 9.95 4595 ...................... $18.50 Q4509 ..............................19.95 4570 ........................ 18.50 4580.................................27.40 4313 ........................ 19.25 4591.................................11.95 4522 ........................ 28.50 4594.................................13.50 4553 ........................ 23.50 4596 Landing TaxI .............. 19.75 7512-12 Nav. Bulb ........................................................... 13.85 7512-24 Nav. Bulb ........................................................... 13.85 Cessna Quartz Beacon Lamps........................................ 15.90 Note: We can’t list all the lamps for your AC, so call toll free for pricing. WHELEN QUARTZ LANDING LAMPS Q4559XX ............ 34-0750820-00 ...... $132.00 Q4566 ............... 34-08500810-00........ 120.00 Q4591 ............... 34-07500767-00.......... 81.00 Q5587 ................. 34-0750707-00.......... 79.90 Q5596 ................. 34-0750692-00.......... 79.90

AERO TOWBARS

$4995 ea. $6295 ea.

Cessna, Beechcraft, Mooney, Piper Deluxe Tow Bars starting at

CHANNEL & SEAL TSR3-31/8 Silicone Baffle Seal ...........$31.98 Door Seal TWRS-1 ...............................................$37.95

RG-25XC ................... 199.95 RG-35AXC................. 239.95

150 THRU 172

PROP NICK GUARD

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Lycoming 1/2 NPT Thread...PN P5000 ..........72.50

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TEMPEST OIL FILTERS $16.95

4-1” 5-1 1/4” 6-1 1/2” 7-1 3/4” 8-2” 9-2 1/4”

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5.50 5.75 5.94 7.50 6.75 7.70

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Oil Filter Can Cutter ................................... $89.00 Economy Filter Cutter ................................ $75.00

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2380......................................... 334.80 /per case 2197......................................... 334.80 /per case Mobil Jet II ............................... 334.80 /per case

PIPER STRUT SEAL KIT

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FG100 For 120, 140, 150, J3-PA22, Champ, Swift ...........................................$58.95 FG105 For 170A, 170B, 172 through H, 175 ..................................................$59.95 152 thru 188 ................................................Call for pricing

TURBINE OIL 254......................................... $334.80 /per case

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BA-4106.............$52.75 BA104 ..................26.85 BA-4108.................7.70 BA3 ......................13.85 BA5110 ................55.75 BA16 ......................8.80 BA5110A .............55.75 BA6108 ..................8.95 BA7110 ................67.85 BA8103-1.............16.50 BA8110 ................69.85 BA2205L ..............18.70 We stock a full line of air filters. If your filter is not listed, call for pricing.

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RG380/E44 .............. 2366.00

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Call with part number for price and availability.

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CLEVELAND # RA66-68 RA66-105 RA66-106 RA66-108 RA66-109 RA66-111 RA66-112

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Celebrating Twenty-Eight Years of In Flight USA

CALL

FOR

NOMINATIONS - 2011 NATA INDUSTRY EXCELLENCE AWARDS

The National Air Transportation Association (NATA) has announced a call for nominations to acknowledge the individuals, offices, and organizations demonstrating excellence in their field and the highest level of customer service to the general aviation community. Each year, NATA presents seven awards to the exceptional individuals and companies that have helped to improve the general aviation community. The recipients of five of these awards are chosen based upon NATA member-submit-

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

Sam Heller RE Lic#00891062

December 2011

Email: sam@samheller.com 661-259-9385

ted nominations. These awards cover five categories: The Airport Executive Partnership Award recognizes an airport manager for outstanding efforts to nurture the relationships between aviation businesses and airport operators. The Aviation Journalism Award identifies a journalist, writer, or publication that excels in consumer education or editorial support that is beneficial to the general aviation industry. The Excellence In Pilot Training

Access to property which is located on airport grounds is by your private gated road/driveway. Deeded access to adjoining (direct access) runway. One hangar 125x100 with 2,500 sq. ft. of offices (5), restroom/shower facilities (2), reception area with bar, 3 storage/machine shops, sleeping rooms, PLUS 100x100 or 10,000 square feet of clear span aircraft hangar space. Second 44x45 clear span aircraft hangar is detached and can be rented for additional income. Airport to be expanded and upgraded in near future. PERFECT TIME to get in on future development. This 2.92 acre property is fully fenced and can be used as storage, manufacturing, wearhousing or what it was built for, AIRPLANES!! Seller will consider lease. Seller may help with financing with good offer. Airport has fuel facilities, restaurant, repaved runway. California City Municipal Airport covers 245 acres and is located two miles (3 km) northwest of the business district of the California City, in the Freemont Valley of Kern County, California. The airport is open to the public, and lies at an elevation of 2,450 feet above sea level.

14,662 Square Feet • $499,950

Award recognizes an individual or organization that has made outstanding contributions in safety, professionalism, leadership, and excellence in the field of pilot training. The FAA Customer Service Excellence Award recognizes a Federal Aviation Administration (FAA) facility or facility staff member who represents the highest degree of customer service and elevates the quality of interaction between the FAA and aircraft maintenance and repair facilities, Part 135 certificate holders, airport service organizations, and flight schools. The ATP/NATA General Aviation Service Technician Award acknowledges the exceptional performance of a licensed airframe and power plant mechanic or radio repairman who has practiced his or her craft for a period of 20 or more years. Last year's winners were: Airport Executive Partnership Award - John Bales, director of Spirit of St. Louis Airport in Chesterfield, Missouri Aviation Journalism Award - Jeff Burger, Convention News Co.

Excellence In Pilot Training Award William M. Hays, president and CEO, ATD Flight Systems LLC FAA Customer Service Excellence Award - Columbus Flight Standards District Office ATP/NATA General Aviation Service Technician Award - Eddie Stephen Taylor, Epps Aviation All nominations for these five awards must be received by NATA no later than Jan. 31, 2012. The nomination form is available by visiting www.nata.aero. Members may also obtain a nomination form by calling the NATA headquarters at 800/808-6282 or by e-mailing Celeste Clark at cclark@nata.aero The awards will be presented during the NATA Industry Excellence Awards Dinner on March 28, 2012, just preceding the NATA 2012 FBO Leadership Conference, 2012 NATA Day on the Hill, and Spring Committee Meetings to be held in the Washington, DC area on March 29-30.

MARINVENT AND EMBRY-RIDDLE EXPAND R&D RELATIONSHIP Marinvent Corporation and EmbryRiddle Aeronautical University has

announced the expansion of their longstanding relationship. The organizations will cooperate on the development, testing, and certification of the new avionics concepts and technologies that will become part of the FAA’s revolutionary NextGen system. “The lessons that I learned as a postgraduate student at Embry-Riddle have helped me build Marinvent into a worldclass organization. I am pleased and proud to be working once again with my alma mater to help accomplish a major transformation of the role of the pilot in the airspace system. Our efforts will be part of a pivotal transition that will lead to significant environmental, safety, and efficiency benefits for future generations,” stated Marinvent’s president, John Maris. “The FAA’s NextGen system will improve air travel in virtually every way, and it will take government, industry, and academia working together to make that happen,” said Dr. Richard Heist, executive vice president and chief academic officer of Embry-Riddle’s Daytona Beach campus. “In this important and wide-ranging project, EmbryRiddle is excited to collaborate with John Maris, one of our most distinguished alumni, and his award-winning company.”

December 2011

www.inflightusa.com

The Pylon Place

Marilyn Dash’s

TWO DIFFERENT FUTURES ast month we talked about what will happen next with the Air Races and the racers. I mentioned that one of the race planes was rumored to be for sale. Well, it has been confirmed that Bob Button has decided to sell Voodoo and move on. I’ve known Bob for many years and have seen his passion for air racing peak, and then start to wane. At one time he was racing his L39 in the jet class and Voodoo in the unlimited. He had the world’s biggest smile on his face and was driven to win. Since he purchased the plane, she has been raced by many pilots including Bob Hannah, Sherman Smoot, Matt Jackson, and Button himself. She was plagued by jumped starts, deadline cuts, blown engines and the infamous Bob Hannah trim-tab incident of 1998. In 2008, he took off his helmet and handed the job to Will Whiteside. Will campaigned Voodoo in 2008 to a first place bronze finish after the engine had to be changed mid-week. In 2009, Will qualified fifth and ended up with a DNF in the Sunday gold race. At this point Bob was ready to win, he wanted that one last chance to take it all. The winds of 2010 cancelled the unlimited gold race. Voodoo was stuck with the eighth place finish based on a DNF on Saturday. Bob said, “Okay – one more year.” Although, I believe if we raced that Sunday, he would have made the decision one year earlier. 2011 was to be the year for Voodoo. He had the team, he had the engine program and he had the pilot. The story had it this way: It would be Strega vs. Voodoo – Merlin vs. Merlin – Young Gun vs. Young Gun. But, with the events of Friday’s race which cancelled the rest of the season, Bob finally decided that this was it. The bottom line is this: There is a wonderful aircraft, with a great pedigree, which has been plagued by bad luck, wind, timing, etc., through the years. But, it has a great crew and it’s ready to go. If there was ever a “turnkey air racing operation” – this is it. If you have a couple million dollars lying around and want to be in the unlimited gold, I have a team to show you! I would like to wish Bob Button the best of luck with whatever he chooses to do in the future. He has been an entertaining character and a faithful participant in

Voodoo, the Purple Princess is for sale.

(Anthony Taylor)

2003. On Sept. 13, 2002, he flew to a new speed record (in type) of 304 mph. Sadly, Jim and the replica H-1 were lost in a crash over Wyoming in August of 2003. Will destroyed the record by more than 100 mph. On the first day, his time was 407 mph. The following day they went 416 mph. Many of the Steadfast team were on hand to lend their assisContinued on Page 46

The Taj-Ma-Tent can be part of the sale! (Bruce Croft) the races for many years. He has put together a loyal team and fan base. The purple princess should race again.

Will Whiteside and Steadfast And while we are talking about Will Whiteside, he has decided to focus on watching other records fall during our off-season. In October, Will took his YAK 3U, Steadfast to Wendover, Utah – near the Bonneville Salt Flats – to attempt a new, three-kilometer speed record. The previous record was set in 2002 by the Howard Hughes designed H1 replica Racer. And prior to that, was “unofficially” held by Howard Hughes himself in the original H1. This is for C-1e landplanes with takeoff weight between 3,000 and 6,000 pounds. Howard Hughes set the record in Sept., 1935 on a course near Santa Ana, Calif. His speed of 352.322 mph was an aviation marvel for the time. If you have ever seen the movie, The Aviator, you saw the Hollywood version of the record attempt. Unfortunately, Hughes checked the wrong weight category for his plane, and the time was never “official.” Hughes went on to set additional records, actually filling the paperwork in correctly. Jim Wright built the replica H-1 in Cottage Grove, Ore. It was so close to the original the FAA actually gave it serial #2. You may have seen Wright and his H1 at airshows around the country in 2002-

The Record Breaking Crew, Team Steadfast.

(With permission from Will Whiteside)

Celebrating Twenty-Eight Years of In Flight USA

December 2011

GAMA COMMENDS PASSAGE OF TRANSPORTATION APPROPRIATIONS BILL The General Aviation Manufacturers Association (GAMA) commends passage of the bipartisan Fiscal Year 2012 Appropriations “Mini-Bus” which combines three funding bills into one, including the Department of Transportation and Housing and Urban Development (THUD) bill which funds the Federal Aviation Administration. The conference report, which passed the House of Representatives and the Senate last month, supports important

aviation programs and services that the general aviation community relies upon. “Given the FAA Reauthorization bill is not complete, this legislation is particularly timely in providing the needed funding and guidance to move the FAA forward on key initiatives that promote general aviation safety, growth and job creation,” said GAMA’s President and CEO, Pete Bunce. “Notably, the committee responded to the need to maintain strong support for

aircraft certification by providing funding for additional certification personnel. We appreciate that policymakers understand the important link between job growth and the ability to quickly and efficiently move new products and safety-enhancing technologies to the marketplace,” continued Bunce. In addition, the legislation provides for investment in the NextGen program to modernize our nation’s air transportation system, continues research initiatives to transition to an unleaded aviation gaso-

line, and restores the Block Aircraft Registry Request program (BARR) by reversing the DOT’s recent action to eliminate the program. Bunce noted, “We would like to thank the Chairmen of the Senate and House THUD subcommittees, Senator Patty Murray and Representative Tom Latham, as well as ranking members Senator Susan Collins and Representative John Olver for their bipartisan leadership on this important legislation.”

BARRY SCHIFF JOINS WOLF AVIATION FUND Distinguished Pilot and Author Becomes Honorary Spokesperson for Philanthropic Foundation

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The Wolf Aviation Fund, noted for its long support of people doing great work in general aviation, is pleased to announce that Captain Barry Schiff is now serving as its honorary spokesperson, promoting the fund and all those who have received its awards and recognition. Barry, retired after a long time airline career with TWA, has enjoyed a parallel career as a celebrated aviation writer, with more than 1,600 articles and dozens of books and videos to his credit. He has earned worldwide recognition for his aviation accomplishments and writing, which occurred during a career flying almost 28,000 hours in more than 325 types of aircraft. Many of Barry’s articles celebrate those who champion aviation as educators, airport advocates, and innovators in aviation. He served for many years as Chairman of the Santa Monica Airport

Association, where he was directly involved in the battle to preserve that airport in the 1980’s, and later to preserve access for general aviation in the skies of Southern California following the sudden closure of the visual flight corridor over Los Angeles International Airport, which was subsequently reopened. Regarding his new office, Barry says, “ I am delighted to be able to volunteer in support of the Wolf Aviation Fund. Over the years I have seen many wonderful programs and projects come alive Continued on Page 52

The Pylon Place Continued from Page 45 tance and to celebrate the record. Jason Schillereff was there to provide cockpit video. The amazing power-to-weight ratio of Steadfast may lead to additional records being broken in the coming months. Look for additional news in the future. Personally, I’m impressed with Team Steadfast and with Will for not sitting around and asking about the future for air racing. Will has decided to write his own future. Good luck and congrats!

Will Whiteside and Steadfast on the record setting flight. (With permission from Will Whiteside)

December 2011

www.inflightusa.com

NATA PRESIDENT JAMES K. COYNE ASKS DOT AND FAA INTERVENE IN CA AVGAS LAWSUIT Editor’s Note: Breaking on In Flight USA’s deadline, NATA President James Coyne has asked the Department of Transportation and the FAA to intervene in California’s Avgas lawsuit; a lawsuit that threatens the use of avgas in the state. His letter, dated Nov. 30, 2011, to those agencies follows. The National Air Transportation Association (NATA), the voice of aviation business, is the public policy group representing the interests of aviation businesses before Congress, federal agencies and state governments. NATA’s 2,000 member companies own, operate and service aircraft. These companies provide for the needs of the traveling public by offering services and products to aircraft operators and others such as fuel sales, aircraft maintenance, parts sales, storage, rental, airline servicing, flight training, Part 135 on-demand air charter, fractional aircraft program management and scheduled commuter operations in smaller aircraft. NATA members are a vital link in the aviation industry providing services to the general public, airlines, general aviation and the military. As president and CEO of NATA and on behalf of our members located in the

state of California, I am writing to you in response to your Nov. 21st letter to Congressman Flores and others regarding the ongoing Proposition 65 litigation in California regarding the use of leaded aviation gasoline (avgas). In the closing of that letter, you indicated that the Department of Transportation and the Federal Aviation Administration would consider involvement in this matter in the event of ongoing Proposition 65 litigation involving avgas. As I am sure you are aware, the Center for Environmental Health (CEH) responded to the dismissal of our group’s federal lawsuit by filing its own suit, under Proposition 65, in state court the following day, Oct. 20th. In its state lawsuit, CEH contends that the sale of leaded aviation gasoline at airports represents a violation of the warning provision of Proposition 65 since aircraft that “take off and land” at airports where avgas is sold emit lead in the areas surrounding the airport. CEH asks the court to: (1) impose civil penalties of up to $2,500 per day per violation; (2) prohibit the sale of leaded aviation gasoline unless a warning, to be proposed by CEH, is provided to everyone residing near the federally obligated airports where the defendants operate; and (3) require the

defendants to pay CEH’s legal fees. As you indicated in your letter, and a position with which I concur, the preferable resolution to the issue of transitioning the general aviation industry to an unleaded fuel is through the completion of the ongoing federal rulemaking. However, the CEH suit in California poses a significant threat to that rulemaking. As I am sure you are also aware, many Proposition 65 lawsuits are resolved through settlement due to the very structure of Proposition 65 (where the burden of proof is on the accused) and the enormous potential penalties and other costs required in mounting a successful defense. Proposition 65 plaintiff’s attorneys have become deft at driving litigation into settlement rather than indepth litigation. In this case, CEH has released many of the larger companies originally targeted in this suit and now has focused solely on a limited number of defendants, the FBOs that under airport minimum standards are required to sell avgas. Currently, other than one distributor, airport sponsors, aircraft operators, aviation fuel producers and distributors are not included in this lawsuit, despite their role in the industry and the use of avgas. Under the framework now estab-

lished by CEH, with the leverage provided by California’s Proposition 65, these few FBOs are tasked with defending the use of an FAA-approved aviation fuel by federally certificated aircraft at federally funded airports and in federally controlled airspace. Without DOT and FAA intervention in this case, the future of aviation gasoline will be charted by the ability of these few small businesses to fight against a scheme that tilts the table in favor of the plaintiff’s narrow agenda and against orderly and thorough agency rulemaking that considers all the relevant public policy goals at stake. For these reasons, NATA requests that the DOT and the FAA intervene in this case in a timely fashion to protect the national airspace system, federally funded airports, and the FAA’s authority to regulate the aviation industry. I would be happy to brief you and your staff further on the pending lawsuit and to discuss possible methods of DOT and FAA intervention in light of the current state of the case. Sincerely, James K. Coyne President and CEO

NBAA-LED COMMITTEE RECOMMENDS AGAINST REQUIRING ADS-B “IN” “It’s just not ready for prime-time.” That’s how NBAA Steve Brown – NBAA’s senior vice president for operations and administration, and the co-chair of an Aviation Rulemaking Committee (ARC) responsible for recommendations on Automatic Dependent SurveillanceBroadcast (ADS-B) “In” – characterized the procedural and technical development of this vital component to the FAA’s NextGen effort. After 17 months of research, Brown and other members of the committee reported to the FAA earlier this month that requirements and regulations for ADS-B “In” are not yet justified, given the current state of technology. ADS-B is a collection of technology enhancements and accompanying proce-

dures that rely on Global Positioning System (GPS) satellites to replace ground-based radar surveillance of the National Airspace System. There are two types of ADS-B, explained Brown, who has co-chaired two ARCs on the issue. ADS-B “Out” integrates an onboard GPS receiver with a new type of transponder that reports an aircraft’s position based on information derived from GPS. The FAA published its final rule on ADS-B Out requirements in May 2010. ADS-B “In” is a set of cockpit applications based on GPS information that give flightcrews a real-time situational awareness, allowing for reduced separation of aircraft, more precise navigation and more efficient air traffic control.

“Based on what we know today, the set of applications that comprise ADS-B ‘In’ is not fully mature yet,” Brown explained. “There’s additional research and development needed. There’s additional specification of standards for both design and implementation that need to be improved before there is a sufficiently mature system that can be deployed and used on a global basis.” The cost, said Brown, would be significant. For new aircraft not yet built, the cost would be as much as $290,000 to build ADS-B In into the avionics panel. Retrofitting aircraft still in production could cost $425,000. Refitting aircraft no longer in production would, in the ARC’s opinion, could cost as much as $700,000.

“We’re very clear in the ARC report to the FAA that, overall, we believe ADSB is very beneficial and that it should be implemented at some point in the future. We don’t specify a year,” Brown said. “Rather, what we did was lay out a great number of recommendations that suggest the kind of R&D and trials we believe necessary to mature the system.” ADS-B Out will, according to FAA rules, be mandated beginning in 2020. While Brown said he hopes ADS-B In will follow a similar timeline, he reiterated that decision would be made on the basis of technological improvements.

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AERO FRIEDRICHSHAFEN 2012 With more than 500 exhibitors expected to attend and an improved exhibition concept, AERO will continue to be the largest trade show for general aviation in Europe in 2012. Although the number of airplanes sold in general aviation during the past 12 months has decreased, the downward trend has slowed compared to last year, and numerous new models are sure to stimulate demand among customers. What’s more, in 2012 exhibitor demonstration flights featuring airplanes, helicopters and gyrocopters will be offered on three days of the exhibition. Messe Friedrichshafen CEO Klaus Wellmann and project manager Roland Bosch are happy to report that as of the end of Nov. 2011, 60 percent of the exhibition space at AERO 2012 has already been booked. “We’re experiencing a particularly high level of demand,” says Roland Bosch. “However, the market recovery and upswing has been less pronounced in general aviation than in other

(AERO Friedrichshafen)

industries. Nearly all of our exhibitors and contacts in the industry have expressed cautious confidence and optimism, barring any additional disruptions in the market.” This makes it clear that in economically turbulent times, it’s all the more important for general aviation businesses to present themselves to potential customers at the exhibition in Friedrichshafen. “Everything that flies” will once again be the theme at AERO in 2012, which will include ultralights, single and multi-engine airplanes, helicopters, gyrocopters, turboprops and jets. The exhibition will also feature new engines and a wide range of aviation accessories. General aviation encompasses all of civil aviation, with the exception of scheduled and charter flights. According to the European Union, more than 200,000 motorized aircraft, ultralights and gliders are registered in Europe alone. Airplanes, helicopters, aviation services and accessories generate sales of several billion euros each year in the European general aviation industry. Two successful special exhibitions will once again take place at AERO in 2012: The E-Flight-Expo has become an established part of the exhibition and will be offered for the fourth time, featuring alternative drive concepts under the theme “Electrical, Ecological, Evolutionary.” This event has also received a

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boost from the news that the Slovenian aircraft manufacturer Pipistrel, a longtime exhibitor at AERO, won a prize in a competition hosted by NASA in the fall of 2011. The goal of the competition, which offered a total of $1.65 million in prizes, was to develop and fly a highly efficient multi-seated airplane. Pipistrel’s Taurus G4 Electric, which is powered by an electric motor, placed far ahead of the other combustion engine airplanes in the competition. The helicopter hangar also continues to expand each year, and in 2012 it will once again feature models in every price range and configuration, from small ultralights to twin-turbine helicopters. Additionally, the helicopter hangar will offer information for young people about training and career opportunities in the helicopter industry. In order to make AERO even more attractive in 2012, the organizers have decided to offer exhibitor demonstration flights on Wednesday through Friday, giving exhibitors the chance to show off their airplanes, helicopters and gyrocopters in flight. The hour-long demonstration flights will begin at 1:30 p.m. on each of the three days. AERO 2012 will also feature the new Engine Avenue, a special area for modern aircraft engines from a variety of manufacturers, including electric, internal combustion and hybrid models. In light of the continued rise in aviation fuel

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(AERO Friedrichshafen) prices, many new developments are expected to be shown. Furthermore, numerous informative lectures and symposia on current topics in aviation will once again be offered at the AERO Conferences in 2012. Finally, the exhibition will be rounded out by a market for used airplanes located in a separate area. As in previous years, visitors interested in flying to AERO will be able to book a time slot online. More information will be available in the spring. The exhibition will also offer a new option for visitors who decide to make a trip to AERO but prefer not to book a hotel: Rothaus Hall A1 will house the Tent City, where attendees arriving by plane or car can rent a tent to sleep in right at the exhibition grounds for a small fee. They only have to bring their own sleeping bag. AERO 2012 takes place from April 18 through 21, 2012. Opening hours are 9 a.m. to 6 p.m., Wednesday through Saturday. For further information, visit www.aero-expo.com.

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NATIONAL AWARD HONORS CAP AEROSPACE EDUCATION ACHIEVEMENT The National Coalition for Aviation and Space Education’s Dr. Mervin K. Strickler Aerospace Education Leadership Award has been presented to Civil Air Patrol for its enduring outstanding achievements in the field of aerospace education. Maj. Gen. Chuck Carr, CAP national commander, accepted the award at the National Aeronautic Association’s annual Fall Awards Banquet in Arlington, Va., from Shelia Bauer of NCASE, formerly the Federal Aviation Administration’s national aviation and space education program manager. Carr said he was pleased to represent the thousands of CAP members who tirelessly and passionately motivate and inspire students in grades K-12 through

the organization’s engaging and informative products and programs. “Civil Air Patrol’s unpaid professionals spend countless hours mentoring our cadets and youth in communities throughout the nation to understand and appreciate the important aspect of aerospace toward the future national security of our country,” he said. “Because of these dynamic leaders, young people are given opportunities to experience aerospace careers and leadership opportunities not available to the average young person in America. “Through the excellent CAP aerospace programs, CAP is making a significant contribution to the technological preparedness for our nation.” The award, named to honor a man

who has promoted aerospace education for more than six decades, recognizes CAP’s aerospace education program for 65 years of outstanding and dynamic programming for youth. Strickler served as CAP’s director of aerospace education in the 1960s. CAP has continued its long-established leadership in aerospace education into the 21st century through new, technologically advanced, innovative programming that focuses on the STEM – science, technology, engineering, and math – skills and career exploration for youth and educators. The aerospace education program continues to expand its reach to more than 130,000 young people annually through its professional staff, more than 61,000 members and 2,000

educator members. Programs in cyber security, rocketry, robotics and many other standards-based school programs are offered free to educator members. The National Coalition for Aviation and Space Education represents government, industry and labor united to promote aviation education activities and resources, increase public understanding of aviation, and support educational initiatives at the local, state and national levels. Earlier this year, the organization presented its Crown Circle award to CAP, recognizing decades of outstanding and dynamic aerospace education programming for youth.

Barry Schiff Joins Wolf Aviation Fund Continued from 46 because of the support and recognition that have resulted from Wolf Aviation Fund awards.” “In fact I received the Fund’s very first grant in 1992, for my proposal to create VFR Routing Charts through busy terminal control areas. This grant encouraged me to persevere with this project, which led to a greater understanding of how important it is to maintain plenty of accessible airspace around busy metro-

politan areas. This enhances the flow of traffic, greatly reduces the burden on air traffic control, and makes it possible for reliever airports to remain viable and useful for communities and aviators alike.” “I know first hand how much a Wolf Aviation Fund award means to any individual or group struggling to bring some new program to light. We should all think of how we can help make great things happen in aviation.” Since that first grant the Wolf

Aviation Fund has gone on to provide more than 300 more awards, to individuals and groups working to inspire children to learn from aviation, serve those in need by flying as volunteer pilots, preserve our airports ranging from mountain airstrips to large airfields, develop new technologies and products, gather together to work together in support of general aviation, and to learn how to tell their stories and develop public support and recognition for their efforts.

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Barry has helped the Fund previously, serving as a consultant and volunteering his time to appear in a video as part of the “Lessons Learned: First Aid Kit for Airports” project. The Fund’s Executive Director Rol Murrow notes, “We are truly honored to have Barry support the Wolf Aviation Fund in this way. He personifies not only the image of a consummate aviation advocate, but also as ‘every pilot’s pilot,’ helping all pilots everywhere in becoming better aviators - and in fighting for general aviation.” In addition to providing grants the Wolf Aviation Fund is engaged in a campaign to raise additional funds which will permit it to provide more awards for new projects and programs. Recently the Fund has received more and more excellent proposals, yet not all have been able to be funded. “We have seen how the problems of our economy have negatively affected aviation,” says Murrow. “It has also made it especially hard for those with small or startup projects to find the financial support they need. This can be very discouraging. “We welcome Barry’s acting as our champion, encouraging those who have enjoyed being able to fly or who have been successful in aviation to contribute directly to the hundreds of folks and groups we have supported, and to our Fund so we can support even more. Our goal is to make their dreams come true.” To learn more, we encourage everyone to visit the Wolf Aviation Fund website at www.wolf-aviation.org.

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CESSNA DESIGNATES “AMERICAN PATRIOT” CITATION MUSTANG FOR VETERANS AIRLIFT COMMAND MISSIONS Cessna Aircraft Company, a Textron Inc. company, is joining forces with Veterans Airlift Command to provide free transportation for injured veterans. Cessna has designated a Citation Mustang, named the American Patriot, to fly VAC missions, the first of which occured Nov. 10, 2011. VAC is a nonprofit organization that provides free medical and compassionate transportation for wounded veterans and their families through a national network of aircraft owners and pilots. Its priority is to help the veterans of Iraqi Freedom and Enduring Freedom (Afghanistan). On Thursday, Nov. 10, Cessna’s American Patriot Mustang flew two veterans from San Antonio, Texas, to and from VAC’s annual fundraiser in Pinehurst, N.C., where they were honored on Veterans Day, Nov. 11. “Our men and women in uniform have given our country a tremendous service, and many have paid a heavy price. Our commitment of the American Patriot to support the Veterans Airlift Command allows us to demonstrate our

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gratitude and provides Cessna with a way to give back to our wounded warriors,” said Scott Ernest, Cessna president and CEO. “I encourage those who have not yet registered their aircraft with VAC to join up and fly with us so no travel need goes unmet.” The American Patriot’s inaugural mission transported veterans Bobby Henline and Matthew Miles. Henline, a former U.S. Army staff sergeant, was

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Flabob has been bringing aviation to the classroom and students to the airport for the past four years. Seen here are a group of 5th and 6th graders touring Flabob’s DC3 with Al Gester. (Flabob Airport) In a move clearly designed to attract more young people to aviation, Flabob Airport has been bringing an After School Program to fifth and sixth grade students at local schools for six years. They already have 28 engagements lined up for the fall and winter months of the current school year and expect more by spring. The goal is to introduce the students to the role and accessibility of general aviation and airports like Flabob. The Wathen Foundation, which Continued on Page 57

injured in an improvised explosive device attack in Iraq on April 7, 2007. Henline is now a motivational speaker and stand-up comic. Miles, a U.S. Army sergeant first class, was injured in an IED attack Oct. 13, 2007 in Zormat Afghanistan, which resulted in the loss of his left leg, severe lacerations and hand injuries. Miles now resides in San Antonio, Texas, with his wife Maria, a VAC mission coordinator,

and their three sons. The American Patriot Mustang features a unique paint scheme that salutes the men and women who serve or have served in the U.S. Armed Forces. On each side, the “Patriot Defender” character holds a shield featuring the four branches of the Armed Forces as a large American flag unfurls down the side of the aircraft. The American Patriot debuted at the National Business Aviation Association (NBAA) annual convention Oct. 10, 2011. “Many of our veterans return from combat facing devastating injuries and long-term rehabilitation. Many times, they are recuperating hundreds of miles away from family. Our goal at VAC is to be that bridge that brings families together to help our veterans heal,” said Walt Fricke, VAC founder and air boss. “We are fortunate to have Cessna join us in providing our wounded warriors with this crucial service.” For more information about the Veterans Airlift Command, visit www.veteransairlift.org.

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EAA’s upcoming aviation orientation program for adults, which is scheduled to be launched in spring 2012, now has its official name: EAA Eagle Flights. The program, based on the enormously successful EAA Young Eagles flights for youth, will focus on one-to-one flight experiences and pathways that help adults toward discovering more about flying and eventual pilot certification. “As we reviewed names for the program, it became evident that EAA should properly build on the success and legacy created by the Young Eagles efforts over the past two decades,” said Rod Hightower, EAA president/CEO. “The EAA Eagle Flights name evokes a strong connection to that mission of creating the next generation of aviators, yet stands alone as a unique program for adults to

become engaged in aviation through participating in ways that relate best to them.” As with the 1.6 million youth flown through the Young Eagles program since 1992, EAA Eagle Flights will supply orientation flights free of charge by volunteer EAA-member pilots. Registration material, structure, and additional insurance coverage will be provided through EAA. Eagle Flights participants can be flown either in single flights or as part of larger rallies typically hosted by EAA chapters. EAA first announced that it would create a flight introduction program for adults during EAA AirVenture 2011. The Eagle Flights program is part of EAA’s effort to reduce barriers to entering aviation and encourage participation.

SAFE PUBLISHES PROGRESS REPORT ON TRAINING REFORM Responses from Key Stakeholders were Substantive, Positive By Rich Stowell The Society of Aviation and Flight Educators (SAFE) has published a progress report based on comments received from key industry and FAA stakeholders to the six proposed projects distilled from the Pilot Training Reform Symposium held earlier this year. The tenpage update summarizes the responses received from stakeholders and SAFE’s analysis of those responses, and identifies additional concerns and recommendations. According to the progress report, “SAFE is encouraged by the comments received [and] the related training reforms that are currently underway.” AOPA, Aviation Supplies & Academics, Cessna Aircraft, CFI Professional Accreditation Committee, Cirrus Aircraft, Diamond Aircraft, EAA, FAA, FAA Safety Team, Flight School Association of North America, GAMA, Gleim Publications, King Schools, MCFI Jeanne MacPherson, and Sporty’s Academy all provided

responses to SAFE. The report goes on to commend AOPA for instituting its Flight Training Student Retention Initiative; the GA Joint Steering Committee for implementing the Safety Analysis Team; the FAA for initiating the knowledge test Aviation Rulemaking Committee; and representatives from AOPA, Cessna, Master Instructors LLC, and the University Aviation Association for forming the CFI Professional Accreditation Committee. However, the SAFE report also warns that the long-term success of training reform depends on defined benchmarks, greater collaboration, and grassroots implementation. Engaged stakeholders are encouraged to press on with their initiatives. Stakeholders who have thus far chosen not to participate in the reform process are urged to commit to this effort in a meaningful way. SAFE plans to issue another progress report in 2012.

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In October Select Airparts participated in the Beech Heritage Museum’s “Beech Party” in Tullahoma, Tenn. and filling orders. They are committed to seeing the parts are correct and arrive on time.

For those needing control surface repair or replacement, Select Airparts is proud to announce an expanded invento-

Beech aircraft. Because they are able to provide quick turn-around time on repairs, aircraft ground time is minimized. Their concern for safety assures that the surfaces are repaired to the highest standards possible. In order to provide space for expanded inventory items, Select Airparts is currently increasing its warehouse area. Hawker and Beechcraft operators will still get same day quotes and exceptional customer service now with additional part numbers in stock. Plans for 2012 are currently being made for Sun-N-Fun and American Bonanza Society functions as well as other aviation events throughout the year. Their staff will be available in person to support and promote the Beechcraft community. Customers are invited to visit with them. Select Airparts can regularly be reached by calling 800/318-0010, 8 a.m. to 5:30 p.m. eastern time.

TV SERIES PROVES THAT AMERICANS LOVE AVIATION The ratings are in for the first season of The Aviators, the weekly TV series airing across the U.S. on PBS. And the numbers are extremely encouraging. The average weekly household viewership in the U.S. for season one was an incredible 3,590,899. Assuming 2.6 viewers per household that equates to 9,336,337 viewers. Projections suggest an increase of 10 percent for season two.

That would result in 3,949,989 households and 10,269,971 viewers. “These numbers are almost double what we had forecast,” said Anthony Nalli, Executive Producer of The Aviators and one of the show’s hosts. “It’s clear that the passion for aviation is alive and well and that something was simply needed to awaken what was lying dormant in so many for so long.”

The second season of The Aviators premiered last September on PBS and is also broadcast across Canada on Travel+Escape, overseas on Discovery, and online on iTunes and Hulu. According to Nalli, the show is also contributing to growing the pilot population. “We receive emails with humbling regularity from fans crediting the show with providing the inspiration to fulfill

their lifelong dream of finally getting their pilot’s license.” The third season of The Aviators is now in production and the producers have also begun work on a new series entitled Air Boss. Additional information on both shows can be found at www.theaviators.tv

ROTORCRAFT MANUFACTURERS WELCOMED INTO GAMA MEMBERSHIP The General Aviation Manufacturers Association (GAMA) announced last month that its Board of Directors has voted to expand the Association’s membership to include rotorcraft manufacturers and to accept one of the world’s leading companies, Bell Helicopter, as the first GAMA member from this sector of general aviation products. “We are very excited about working formally to represent this vital and growing sector of the industry,” said GAMA President and CEO, Pete Bunce. “GAMA has enjoyed a good working relationship with the rotorcraft community for years and already coordinates with the major

helicopter manufacturers on issues of common interest such as certification processes, Safety Management System (SMS) requirements, and accident investigation. Growing our membership to include rotorcraft manufacturers allows GAMA to better advocate for and promote the interests of the entire general aviation industry throughout the world.” Bunce added, “”We welcome Bell as the first rotorcraft manufacturer to join GAMA and look forward to working with them on behalf of this great industry. We also look forward to partnering with the rotorcraft operating community, in particular the Helicopter Association

International, on efforts to bolster safety and increase the economic reach of the industry. Rotorcraft are a vital component of general aviation across the globe and working more closely with HAI will only enhance our ability to tackle the tough challenges before us.” Matt Zuccaro, president of Helicopter Association International (HAI), said, “HAI is pleased that GAMA has expanded its membership criteria to include rotorcraft. This partnership between HAI and GAMA will be a great benefit to our collective membership and the international rotorcraft community as we continue to focus on safety and

growth of the industry.” GAMA’s board has accepted Bell Helicopter as its first rotorcraft member. A Textron Company, Bell was founded in 1935 and was the first manufacturer to obtain certification for a commercial helicopter. Through out its history, the company has delivered more than 35,000 aircraft to customers around the world. Headquartered in Fort Worth, Texas, Bell Helicopter has additional plants in Amarillo, Texas and Mirabel, Canada. They also maintain key logistics supply and service centers in Europe, Canada, and Singapore as well as in the United States.

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

December 2011

www.inflightusa.com

AIRCRAFT SPRUCE & SPECIALTY CO: YOUR HOLIDAY BUYING SOURCE Aircraft Spruce has an excellent selection of portable GPS, pilot supplies, headsets, avionics, instruments, wheels, tires, oil, filters, books, DVDs, and aviation software. With more than 60,000 different products, it’s easy to find just about anything relating to aviation. Visit www.aircraftspruce.com for your holiday buying. Within the pilot supply section of their website, a gift section is available where products are sorted by price in addition to product type to help with your holiday purchases. View in dollar increments ranging from gifts under $50, $100, $200, $500, or more than $500. View based on product type to look at a wide array of options including desk pen sets, headsets, clocks, mugs, apparel, games, key chains, calendars,

and more. Aircraft Spruce gift cards are also available in any denomination and can include a custom note for your recipient. The company has become the aviators’ supermarket. Today, Aircraft Spruce has three distribution centers: one in Corona, Calif., one in Peachtree City, Ga., and one in Brantford, Canada. There are also Aircraft Spruce International Dealers located in more than 60 countries throughout the world that can help expedite orders and customs clearance in overseas countries. Aircraft Spruce’s complete product line is available at www.aircraftspruce.com as well as through the company’s free 800page catalog. For more information, contact Aircraft Spruce at 1-877/477-7823.

American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION

File Photo 1979 Beechcraft F33A

1992 Grumman Tiger

287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, NDH ......................$129,950

450 SFOH, 2715 TTSN, Digital IFR, A/P, fresh annual, ................................$69,950

Two Piper Arrows

1976 Piper Arrow 200 1249 TTSN, One Owner and Hangared Since New, All Original, NDH, Like New.....................................$44,950 1968 Arrow 180 Garmin 430 IFR, Garmin 696 linked to Zaon Traffic Alert, Stec 50 A/P, Speed Mods, 1599 SMOH, 4085 TTSN, NDH... $44,950

1997 Mooney MSE (M20J) 1406 TTSN, King Avionics, GPS, KAP 150 A/P, One Owner, Hangared Since New, NDH, Like New ............................$149,950

Two Cessna Skyhawks

CALIFORNIA POWER SYSTEMS MOVES TO CORONA, CALIF. Irwin International Inc. acquired California Power Systems on Nov. 4, 2011 and has moved the operations from San Leandro, Calif. to Corona, Calif. Irwin International Inc., which also owns Aircraft Spruce & Specialty Co., a leading aircraft parts distributor, will operate Aircraft Spruce and CPS as separate divisions in the same 62,000 sq. ft. warehouse in Corona. CPS was founded in 1981 by Mike Stratman and has been the western U.S. regional Rotax Service Center for many years, offering Rotax engines, parts, and other ultralight and Light Sport products to aviators around the world. In addition to engine and parts sales from the Corona facility, CPS will also maintain a maintenance

1980 Cessna 172 N 300 SFRMAN, 11,000 TTSN, King Digital IFR, GPS, Nice P/I....$44,950 1973 Cessna 172M 1330 SMOH, 12318 TTSN, King Digital IFR, Good P/I...........$29,950 Two Piper Archer II PA28-181’s

1978 Piper Warrior II

Jim Irwin, owner of Aircraft Spruce and Specialties and Mike Stratman of California Power Systems shop for Rotax engine repairs and overhauls. For more information contact California Power Systems at 1-800-AIRWOLF. See website at www.800-airwolf.com.

Flabob Airport Continued from Page 53 owns Flabob, offers the schools three programs that are taught after regular school hours. The first, taught by Al Gester and Kathy Rohm, focuses on the history of flight and how to build a variety of paper airplanes. The second program, led by Kevin McKenzie and Kathy Rohm, deals with the fundamentals of flight which are taught using aircraft models. At the conclusion of the session the students are each given a simple balsa airplane kit. In the third program, the teachers from the first two sessions combine forces with Flabob personalities to give the kids a tour of the airport’s resi-

1971 Bellanca Super Viking 17-31A Completely Refurbished in 2002 and Hangared, 3478 TTSN, 1311 SMOH, Digital IFR, A/P, Like New..........................$39,950

1285 SMOH, 7502 TTSN, King IFR, DME, A/P, Fresh Annual ........................ $29,950

1980 Piper Archer II Factory Airconditioning, 1000 SMOH, 3000 TTSN, Garmin GPS, A/P, NDH, .......................Make Offer 1976 Piper Archer II 181 King Digital IFR, Garmin 150 GPS, 2000 SFRMAN, 7400 TTSN, NDH ..................................$33,950

1967 Cessna 150 Texas Tail Dragger

1947 Piper J3 Cub

1500 SMOH, 4500 TTSN, King Digital Avionics, GPS, Hangared since 1980 by same owner, NDH, Very Nice,...... $19,950

585 SMOH, 6404 TTSN, Restored to Original Condition,................................$29,950

Two Cessna 152s

dent DC-3 and the four famous replica racers that were commissioned and are owned by Tom Wathen. “The response to the program has been universally enthusiastic and positive,” said Bill Sawin, Director of Development at Flabob. “We hope that this kind of initial contact will entice them to return for Young Eagle flights and possibly enroll in one of the numerous Air Academies we host each year. Some of these kids wind up enrolling in our aviation high school.” For more information on these programs visit www.Flabob.org or call Kathy Rohm at 951/683-2309, ext 104.

1978 C152 0 SMOH, 10,050 TTSN, Digital VFR, NDH, ....................................$24,950 1980 C152 6700 TTSN, 1242 SMOH, New King/Garmin IFR, New Paint, NDH ..$29,950

1967 Piper Cherokee 140 / 160 hp 4000 TTSN, 600 SMOH, 160 hp, Digital VFR, Original Paint/InteriorNDH....$19,950

AVAILABLE: FLIGHT SCHOOL / OFFICE SPACE 927 sq. ft. plus 10 tiedowns Robert Coutches

(510) 783-2711 • fax (510) 783-3433 21015 Skywest Drive, Hayward, CA 94541

www.americanaircraft.net

Celebrating Twenty-Eight Years of In Flight USA

December 2011

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

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

Phone: (650) 358-9908

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www.inflightusa.com 7PWLY (YYV^ ;; :46/ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY (YYV^ 00 ;; :46/ OW .YLH[ OPZ[VY` ZHTL V^ULY `YZ -HU[HZ[PJ ]HS\L ; 1 (PYJYHM[ :HSLZ 5V ]H[V *( ^^^ [QHPY JVT ! *OLYVRLL :P_ ;;:5 :46/ 2*: ( /:0 : ;,* )-. Z[VYTZJVWL 235 ) .7: .YLH[ HLYPHS :<= >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !

=HYNH ( ;; 2PUN H]PVUPJZ 5PJL HUK JSLHU ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

707,9 ;>05:

(a[LJ .VVK [YHPULY [PTL I\PSKLY )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

;VTHOH^R PU SPJLUZL 6)6 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

;\YIV (a[LJ :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

*VTHUJOL ;; :46/ UV (+ VU WYVW -\LS PU QLJ[LK [HPS :) JVTWSPLK 5+/ 4\Z[ ZLSS )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :HSLZ (JX\PZP[PVUZ 4HUHNLTLU[ 5VY[OLYU *HSPMVYUPH 5L^ 7PWLY :HSLZ .YLH[ PU]LU[VY` H[ ^^^ +HU1H`(PY JVT +HU1H` (PYJYHM[ :HSLZ *OPJV 4\UPJPWHS (PYWVY[ *( ! 7PWLY *VTHUJOL ;; :46/ M\LS PUQLJ[LK ;:06 :76/ 24( K\HS 2? UH] JVTZ ^ .: \WKH[LK N`YVZ TVYL 3VNZ HUU\HS K\L :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY *VTHUJOL ;; :46/ :6/ 2? ) ^ .: 5HYJV 2PUN LX\PWWLK 4,;*6 HPY [PWZ TVYL 3VNZ :[LYSPUN (PY *HY ZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY *VTHUJOL ;; :46/ :6/ 24( ;:6 H\KPV WHULS 3VHKLK 5+/ SVNZ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY *VTHUJOL ;; 24( ;:6 ^ 42) 2? UH] JVT ^ .: \WNYHKLK N`YV WHULS TVYL 4J*H\SL` ISHKL 4L[JV (PY[PWZ -YLZO HUU\HS :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7( *YV^U 9V`HS :WLJPHS *\I THQVY TVKZ MHJ[VY` UL^ 6 ( ( LUNPUL 3LZZ [OHU ;; ZPUJL I\PS[ 4\Z[ ZLL :[L]L >LH ]LY (PY JYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! 7PWLY *OLYVRLL ;; :-94 2? ^ NSPKLZSVWL ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

9LTVZ .? 7YLJPZLS` LUNPULLYLK MVY -<5 .LYTHU LUNPULLYPUN X\HSP[` HUK WLYMVYTHUJL 9LTVZ (PYJYHM[ 9,46: ^^^ YLTVZ JVT !

.YLH[ ;HRLVMM 0UJYLHZLK *Y\PZL MVY 7PWLY 7( Z (49 + >VVKZ[VJR 03 ^^^ WPWLYTVKZ JVT

*VTHUJOL :46/ 0-9 H W )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

>HYYPVY :46/ 5L^ WHPU[ )VI *\SSLU *OPUV (PY JYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

:769; <3;9(30./;:

5L^ AVKPHJ */ ?3 :3:( ;; .HYTPU .4( ^ 4) :3 +PNP-SPNO[ 00 ,-0: + ^ IH[[ IHJR\W TVYL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

;^PU *VTHUJOL :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

>HYYPVY :46/ 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !

.SHZZHPY ;; :46/ :76/ ,_JLSSLU[ JVUKP[PVU MYLZO HUU\HS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

7PWLY (YYV^ 00 ;; :46/ K\HS .7: (\[VJVU[YVS 000) H W 9\UZ NYLH[ :HTL VWLYH[VY `LHYZ >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !

(YYV^ OW 0-9 3VHKLK )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

;VTHOH^R :46/ 3V^ WYPJL VMMLY )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

9V[H_ 4VKLS :46/ -YLZO HUU\HS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

:LULJH 00 :46/ 5HYJV *LU[\Y` 000 5L^ 7 0 NSHZZ HUU\HS 6)6 )VI *\SSLU *OPUV (PY JYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 ;; :46/ .HYTPU -\SS KL PJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! (a[LJ ;; :46/ :76/ 5+/ HSS SVNZ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! 7PWLY (a[LJ - ;; :46/ )LUKP_ 9+9 YHKHY /:0 (S[P TH[PJ ? H W +LJLTILY HUU\HS [YHKL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !

:;05:65 :[PUZVU )LH\[PM\S YLZ[VYH[PVU -YHURSPU LUNPUL .( ) ^ :;* MVY OW M\SS N`YV WHULS 4J*H\SL` WYVW )LJRLY [_W (; * M\SS N`YV WHULS ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

*099<: *PYY\Z :9 :5,> SVHKLK )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *PYY\Z :9 ;; 0-9 3VVRZ UL^ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! *PYY\Z :9 .;: ;; (]P K`UL -SP[L4H_ ,U[LNYH NSHZZ JVJRWP[ K\HS .HYTPU Z ? H W :R`^H[JO TVYL :LY]PJL *LU[LY THPU[HPULK :5 3LHZLIHJR ^HU[LK >PZJVU ZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PY WVY[ >0 >PZJVUZPU( ]PH[PVU JVT !

(=0(; /<:2@ /\ZR` ( ) -S` ^P[O [OL SLHKLY VM [OL 7HJR (]PH[ (PYJYHM[ (M[VU >@ !;-5

/64,)<03;: ;OL :\WLY :[HSSPVU :P_ 7SHJL -S` MHZ[LY MHY[OLY JHYY` TVYL MVY SLZZ JVZ[ (PYJYHM[ +LZPNUZ MH_ !;-5

ALUHPY 4VKLS */ ( ;;

1,;: -V\NH 4HNPZ[LY TPK [PTL LUNPUL J\Z [VT )S\L (UNLSZ WHPU[ 6)6 [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! 3LHY ;)6 HSS YLJVYKZ 9=:4 3 9 M\LS 7HY[ HPY HTI\ SHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

:(0373(5,: :6(905. -HZ[ [YHJR ZVHYPUN [YHPUPUN (YPaVUH :VHYPUN ,Z[YLSSH :HPSWVY[ 4HYPJVWH (A .SPKLY 0UZ[Y\J[PVU ;V^PUN 3LZZ [OHU HU OV\Y Z KYP]L MYVT :HU 1VZL 4VU [LYL` HUK :HU[H *Y\a /VSSPZ[LY :VHYPUN *LU[LY /VSSPZ[LY 4\UPJPWHS (PYWVY[ ^^^ :VHY/VSSPZ[LY JVT

/,30*67;,9: ;OL /LSPJ`JSL [\YIPUL WV^LY 3V^ THPU [LUHUJL VWLYH[PUN JVZ[Z =PKLV WHJRHNL MYVT /LSPJ`JSL JVT ,HNSL 9 + 5HTWH 0KHOV !

40:*,33(5,6<: (09*9(-; Â¸+VPUN P[ YPNO[ [OL MPYZ[ [PTL Â¹ /VTL VM 7LUPUZ\SH H]PVUPJZ ZHSLZ ZLY]PJL 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V *( (PYWVY[ 3HYY` :OHWPYV ! 4H\SL 4? ) ;; 0-9 > H]PVUPJZ WHJRHNL 4HU` L_[YHZ HUK VW[PVUZ ( NYLH[ KLHS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !

59 PU[LYPVY OHUNHYLK ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

WHPY :[H[PVU 4VZ[ THQVY IYHUKZ (PY[YVU PJZ *HSH]LYHZ *V\U[` (PYWVY[ *( ^^^ HPY[YVUPJZ PUMV

7HY[ULYZOPW 4VVUL` 4 - ;; 7 0 ZLH[Z 6\[MP[[LK MVY [OL ZLYPV\Z 0-9 WPSV[ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

366205. -69 (=0650*:& ;Y` =PZ[H (]PH[PVU H KLHSLY MVY TVZ[ THQVY IYHUKZ Â· /VUL`^LSS .HYTPU (]PK`UL : ;,* (ZWLU 3 )VZL +H]PK *SHYR 3PNO[ZWLLK L[J Â· WS\Z 7P[V[ :[H[PJ [LZ[PUN ([ ZHTL HPYWVY[ MVY `LHYZ *HSS MVY PUZ[HSSH[PVU X\V[LZ

-YHJ[PVUHS 6^ULYZOPW 7PWLY 4HSPI\ 4PYHNL ;; UL^ .HYTPU WRN I` *\[[LY (]PH[PVU 7/? (PY +H[H JVTW\[LY ; 1 (PYJYHM[ :HSLZ 5V ]H[V *( ^^^ [QHPY JVT !

-30./; 05:;9<*;065 -(( (WWYV]LK -SPNO[ :JOVVS `LHYZ PU :-6 )H` (YLH -S` ^P[O \Z HUK ZH]L )LS (PY 0U[S :HU *HYSVZ *( ^^^ ILSHPYPU[S JVT ! =PZ[H (PY -SPNO[ :JOVVS [YHPUPUN HPY JYHM[ YLU[HS *LZZUH HWWYV]LK 7PSV[ *LU [LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ! :[Y\J[\YLK -SPNO[ ;YHPUPUN WYP]H[L [OY\ (;7 SHUK ZLH T\S[P LUNPUL :OLISL (]PH[PVU 2PUNTHU (A +PZJV]LY` -SPNO[Z -SPNO[ PUZ[Y\J[PVU MVY ZPUNSL T\S[P LUNPUL 0-9 )-9 07* )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! <U\Z\HS ([[P[\KL *V\YZLZ :WPU ;YHPU PUN *LY[PMPJH[PVU )LNPUUPUN [OY\ HK ]HUJLK HLYVIH[PJ 7HSV (S[V :HU *HYSVZ HUK /H`^HYK *( >LZ[ =HSSL` -S`PUN *S\I ^^^ ^]MJ VYN (PY 6W[PVUZ :LHWSHUL :JOVVS -(( HPY WSHUL ZPUNSL LUNPUL ZLH YH[PUN ;YHPUPUN *LU[LYZ H[ 3HRL /H]HZ\ HUK 7OVLUP_ (A ^^^ HPYVW[PVUZSSJ JVT

;@7, 9(;05.: (YPaVUH ;`WL 9H[PUNZ *, *, [`WL YH[PUNZ VY YLJ\YYLU[ 0UZ\YHUJL HW WYV]LK Z[HMM L_HTPULY ^^^ HYPaVUH[`WLYH[PUNZ JVT !

(09*9(-; 05:<9(5*, (PYJYHM[ 0UZ\YHUJL :WLJPHSPaPUN PU WLY ZVUHS I\ZPULZZ HUK JOHY[LY HPYJYHM[ UL^ L_WLYPLUJLK VY SV^ [PTL WPSV[Z AHUL[[L (PYJYHM[ 0UZ\YHUJL *LU[LY (PYJYHM[ 0UZ\YHUJL >(9505. +VUÂ»[ L]LU [OPUR VM JHSSPUN HUV[OLY HNLU[ \U[PS `V\Â»]L JHSSLK (]PH[PVU 0UZ\Y HUJL 9LZV\YJLZ MPYZ[ (JJLZZ [OL LU[PYL THYRL[ ^P[O Q\Z[ VUL JHSS )LZ[ YH[LZ )YVHKLZ[ JV]LYHNL (SS THYRL[Z ;VSS MYLL ^^^ (09 796: JVT !;-5

(09*9(-; >(5;,+

(PYJYHM[ 0UZ\YHUJL 0UZ\YPUN (]PH[PVU 5LLKZ MVY WS\Z `LHYZ /LZ[LY 9VILY[ ZVU 0UZ\YHUJL :LY]PJLZ :HU 1VZL 0U[Â»S (PYWVY[ *( *( 6Y

0TTLKPH[L *HZO MVY (PYJYHM[ (PYJYHM[ (WWYHPZHSZ 9VILY[ *V\[JOLZ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK *( MH_ ^^^ HTLYPJHUHPYJYHM[ UL[ !;-5

(PYJYHM[ PUZ\YHUJL X\V[LZ WS\Z OHUNHY HUK JVU[LU[Z PUZ\YHUJL H[ YLHZVUHISL YH[LZ (67( ,(( KPZJV\U[Z H]HPSHISL (PYJYHM[ 0UZ\YHUJL (NLUJ` >H_HOHJOPL ;?

9LHK` [V TV]L \W& 3L[ `LHYZ VM L_WLYPLUJL [\YU `V\Y WYLZLU[ HPYJYHM[ PU[V JHZO :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! >L 5LLK 0U]LU[VY` =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[H HPY JVT !;-5

(09*9(-; -69 9,5; 3V^ *VZ[ [^PUZ MVY YLU[ [YHPUPUN :LULJH * * * ^ ZHML[` WPSV[ *OLYVRLL 0-9 [YHPULY K\HS 2? ^ ZPT\SH[VY SLZZVUZ )\PSK OPNO WLYMVYTHUJL [PTL ^P[O H * )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !

7(9;5,9:/07: 7HY[ULYZOPW! 7PWLY +HRV[H ;; :5 0-9 *VSSPUZ 4PJYV 3PUL /:0 Z[VYTZJVWL .7: TVYL

(09*9(-; -05(5*05. .L[ [VW YL[HPS MVY `V\Y HPYJYHM[ (PYJYHM[ ZHSLZ QL[ ZHSLZ THUHNLTLU[ MPUHUJPUN <:( (PYJYHM[ )YVRLYZ !;-5 :WLJPHS MPUHUJPUN H]HPSHISL )PN KV^U TPUPT\T JYLKP[ VU SLHYU [V MS` HPYJYHM[ Z HUK Z H]HPSHISL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

(=0650*: .L[ [OL TVZ[ MYVT `V\Y .7: 7VY[HISL HUK WHULS TV\U[ .7: NSHZZ JVJRWP[Z .HYTPU 3V^YHUJL )LUKP_2PUN (]P K`UL 89,- JVT 89,- 7VY[HISL *VSSPZPVU (]VPKHUJL :`Z [LTZ ;OL ^VYSK Z MPYZ[ HUK VUS` WVY[H ISL ^P[O KPYLJ[PVU .7: PU[LNYH[PVU ;Y` ?9? YPZR MYLL MVY KH`Z ,_JS\ZP]LS` H[ 7*(: JH 7*(: (]PVUPJZ MVY L]LY` TPZZPVU *LY[PMPLK 9L

=PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! *VTL ZLL V\Y .HYTPU .;5 KLTV \UP[ VY ]PZP[ ^^^ HLYPHSH]PVUPJZ JVT MVY TVU[OS` ZWLJPHSZ (LYPHS (]PVUPJZ :HU 1VZL 9LPK /PSS]PL^ (PYWVY[ QVLT'HLYPHSH]PVUPJZ JVT

7967,33,9: *VTWSL[L 7YVWLSSLY .V]LYUVY :LY ]PJL ;PMMPU (PYL ;PMMPU 6/

(09*9(-; 7(9;: 7(9;: 5L^ 7PSV[ :\WWS` 7HY[Z :[VYL ^P[O SHYNL NLULYHS WHY[Z HUK H]PVUPJZ PU]LU [VY` *LZZUH :PUNSL ,UNPUL :LY]PJL :[H[PVU ^ THU` *LZZUH WHY[Z PU Z[VJR -S` PU VY KYP]L PU =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! )LLJOJYHM[ 7HY[Z (SS TVKLSZ )VUHUaH [OY\ /H^RLY 4VYL [OHU WHY[ U\TILYZ PU Z[VJR 5L^ V]LYOH\SLK \ZLK :LSLJ[ (PYWHY[Z >L`LYZ *H]L =( (PYJYHM[ :WLJPHSPZ[ <ZLK 7HY[Z SHUK PUN NLHY JVU[YVS Z\YMHJLZ 1 ; ,]HUZ (PYJYHM[ :HSLZ 6YSHUKV -3

-<,3 -\LS *LSSZ 9LWHPY V]LYOH\S VY UL^ 5L^ [HURZ ^P[O `LHY ^HYYHU[` /HY[^PN (PYJYHM[ -\LS *LSS 9LWHPY ^^^ OHY[^PNM\LSJLSS JVT :[H[L VM [OL HY[ UP[YPSL Y\IILY M\LS JLSSZ ^ H\[VJSH]L J\YLK ZLHTZ HUK PU [LNYH[LK M\LS ]HWVY IHYYPLY 5V /HZZSL `LHY ^HYYHU[` Z\WWVY[ --* -SVH[Z -\LS *LSSZ 4LTWOPZ ;5 ^^^ MMJM\LSJLSSZ JVT

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,5.05,: 9LUL^ HUK PTWYV]L `V\Y ^ ;`WL *LY[PMPLK -(( (WWYV]LK :\WLY/H^R :;* 0UJYLHZLZ ZHML[` WLYMVYTHUJL HUK ]HS\L 7LUU @HU (LYV 7LUU@HU(LYV JVT 8\HSP[` :LY]PJL 7YPJL RLLWPUN [OL JVZ[ VM HPYJYHM[ LUNPUL THPU[LUHUJL KV^U (PYJYHM[ :WLJPHS[PLZ :LY]PJLZ ;\SZH 62 ;OL 5HTL [V 9LTLTILY MVY (PYJYHM[ ,UNPUL 7HY[Z HUK :LY]PJL *VTWSL[L HZZLTISPLZ H]HPSHISL .PIZVU (]PH[PVU ,S 9LUV 62 6PS -PS[LY (KHW[LYZ MVY *VU[PULU[HSZ - 4 ,U[LYWYPZLZ )VYNLY ;? ^^^ MT LU[LYWYPZLZ JVT 4HQVY 6]LYOH\SLK ,UNPULZ :WLJPHS PaPUN PU 7YH[[ >OP[UL` 3HYNL PU]LU[VY` *V]PUN[VU (PYJYHM[ ,UNPULZ 6RT\SNLL 62 9HKPHS +P] ;\YIPUL +P] *\Z[VT I\PS[ :[YH[VMSL_ OVZL HZZLT ISPLZ OVZL RP[Z -HZ[ ZLY]PJL X\HS

Celebrating Twenty-Eight Years of In Flight USA

60 P[` ^VYRTHUZOPW ( , 9 6 :OVW L_[ OVZLZOVW'HLYVPUZ[VJR JVT 4HNUHMS\_PUN A`NSV PUZWLJ[PVUZ LUNPUL WYLWZ THJOPUPUN *VTWSL[L V]LYOH\SZ VU HSS *VU[PULU[HSZ 3`JVT PUNZ -S` PU KYVW P[ VMM *VYVUH (PYJYHM[ ,UNPULZ *VYVUH (PYWVY[ *( ^^^ JVYVUHLUNPULZ JVT

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December 2011

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The Patriots of VAQ-140 Deploy the EA-6B Prowler for the Final Time

An EA-6B climbing to attitude after being launched from the USS Eisenhower. The EA-6B will be replaced by the EA-18G by the end 0f 2013. (Mike Heilman)

The busy flight deck of the USS Dwight D. Eisenhower during Carrier Air Wing Seven initial workups before the Spring 2012 deployment. It will be the last deployment for the wing's EA-6B squadron “Prowler” aircraft. (Mike Heilman) Continued from 22 140 of them.” XO Martinez, who has 2,300 hours and almost 420 traps in Prowler, expressed mixed emotions about the transition to the Growler, “There is nothing like flying this jet and sitting next to somebody. The last two nights I have been flying with one of our new pilots for his fleet landings on a carrier. Sitting next to somebody you can tell them, ‘hey we got this.’ It is a lot different when there are two separate cockpits. I am going to miss that,” he added. The EA-6B has been in service for more than 40 years, it has become difficult to maintain the remaining aircraft in the squadron. The average maintenance man-hours per flight-hour for the Prowler is around 70 hours. That improves dramatically with EA-18G to an average of 12 maintenance hours per flight hour. Martinez explains, “Our troops do a great job and are very dedicated. They are really working very hard to make sure we are executing our mission, but it is very taxing on them. The transition will be better from that aspect for our troops.” The Growler will have four sister

squadrons of fighter aircraft that are part of the F/A-18 family on the aircraft carrier. The EA-18G has 99 percent in common with other F/A-18 models. Spare parts will be easier to get with the Growler than with the aging EA-6B. The EA-6B has no self-defense weapons, but that will change with the EA-18G. The Growler will be able to defend itself and carryout the electronic countermeasures mission. The Growler can carry a mix of electronic warfare pods and weapons on the 11 weapon stations. The advantages of the EA-18G are clear, but despite the improvements the crew and maintainers still love the old workhorse of the fleet. CW05 Hagemann has been in the Navy almost 30 years and has worked with the EA-6B for ten years. He said, “The EA-6B is a very strong community. To this day the old-timers love the EA-6B. It has been a great jet. I have taken it to combat and it is a proven performer. There are not a lot of EA-6Bs out there, but it is in high demand. When we are not on station people know it. We don’t go into bad guy country without the Prowler. I hate to see it go.”

VAQ-140 maintenance personnel work on a EA-6B “Prowler” on the flight deck of the USS Eisenhower. The Prowler will make its final deployment on the Eisenhower in the Spring of 2012. (Mike Heilman)

An EA-6B “Prowler” catapulting off the USS Eisenhower. The Prowler will be airborne in less than three seconds. (Mike Heilman)

The maintenance de -partment of VAQ140 is performing an engine change on a EA-6B in the hanger bay of the USS Eisenhower. The engine change took 16 hours to complete. (Mike Heilman)

Celebrating Twenty-Eight Years of In Flight USA

December 2011

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Gibson ....................................22 Giottos ....................................54 Globe Fiberglass ....................44 Harbor Freight ........................17 Hartwig....................................20 Hiller Aviation Museum ........51 HME Watches ........................34 Horizontal Rain ......................37 Jorgenson Lawrence..............62 JT Evans ....................................4 Loop Net ................................44 Mountain High Oxygen ..14, 51 Nice Air ..................................55 OREF Media ....................18, 50 R & M Steele ..........................46 San Carlos Airport ..................24 Schweiss Bi-Fold Doors ........46

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This is the one with the "Stick" and 160 HP

“Doing it Right The First Time” HOME OF WHAT’S UP?! AIRSHOW ENTERTAINMENT Voted Best “After the Sale Customer Service” for the 16th Straight Year 75% New Interior, low times and priced right!

Located at the beautiful Palo Alto Airport (PAO) in the Baylands Recreational Area where aviation, golf, nature and good food live in harmony creating a comfortable and convenient setting to select a new airplane. South of San Francisco along the west side of the bay, north of San Jose.

Also providing services as: • Expert witness for aviation based legal cases, appraisals, and bank repossessions • Guest Speaker for aviation related subjects • Aviation humorist and speech writer Larry Shapiro • Larry@LarryShapiro.com • Or Call Us! 650-424-1801 For more information about these planes and others, Please Visit Our Web Site: www.LarryShapiro.com

The best equipped 1974 Cessna 310 and too beautiful for words

A Blue Bird beauty, very low times and it's a 1956 172.