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Celebrating Twenty-Eight Years of In Flight USA

THE

February 2012

COVER

THE HELICOPTER WORLD MEETS More than 18,000 helicopter industry professionals from more than 100 countries will come together at the Dallas Convention Center in Dallas, Texas this month for the annual HELI-EXPO hosted by Helicopter Association International (HAI). They will explore an exhibit hall within the center’s one million square feet of exhibit and meeting space containing more than 65 helicopters and more than 600 exhibitors displaying everything anyone in the Helicopter World would need for success. These industry professionals will meet to learn about the latest regulations that will affect their business. They will hear about HAI’s involvement within the industry through more than 20 committee meetings. And they will receive the most current safety training and education through HAI’s extensive professional development courses. HELI-EXPO, the largest trade show dedicated to the international helicopter community, will converge in Dallas, Texas, Feb. 11-14,

DALLAS, TEXAS

The Bell 429 is the world’s newest and most advanced light twin-engine helicopter. It was certified in 2009 by Transport Canada, the FAA and EASA. It has set the standard for light twins; delivers exceptional speed, range, hover performance and enhanced safety margins. (Bell Helicopter) 2012. For more than 60 years, HAI has provided support and services to its members and to the international heli-

copter community. Headquartered in Alexandria, Va., HAI members safely fly more than 5,000 helicopters some 2.3 million hours each year.

Along with the exhibition event, and in conjunction with HELI-EXPO 2012, HAI offers a number of professional development courses designed specifically for helicopter professionals. These courses will be presented prior to and following HELI-EXPO 2012. Each course targets issues of specific concern to helicopter operators, pilots, and aviation maintenance professionals, providing current and comprehensive information essential to success in today’s rapidly changing operating environment. For a complete list of courses including online registration, dates and times, visit the HAI website at www.rotor.com. Onsite registration will be open if space is available. All courses will take place at the Dallas Convention Center in Dallas, Texas. The HAI course registration desk will be located in the Dallas Convention Center, Level 1 (Area D), and will open at 7 a.m. daily. All course participants will receive a Continued on Page 37

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TABLE Volume 28, Number 6

CONTENTS

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February 2012

ON THE COVER LEAD STORY

PHOTO FINISH

THE HELICOPTER WORLD SET TO MEET IN DALLAS

EXPO SEBRING U.S. SPORT AVIATION Takes off on Page 51 Lands on Page 57

Page 4 Photo Courtesy Bell Helicopter

NEWS GAMA Commends Obama On Manufacturing, Fix Blind Spot ..4 EAA Reshaping on Administrative Level ....................................8

The Bell 429 is the worldʼs newest and most advanced light twin-engine helicopter. It was certified in 2009 by Transport Canada, the FAA and EASA. It has set the standard for light twins; delivers exceptional speed, range, hover performance and enhanced safety margins.

GAMA Responds To Perfunctory White House Response ........8

FEATURES

Reno Air Races Introduces Blue Ribbon Review Panel ..........13

The Taylor Aerocar By Wild Bill Hill ..............................................................6

AOPA Fields Team Of Nationwide Representatives..................16

The Dot Lemon Saga: Who Was She? By Richard Kinsman ......................................................10

Lindbergh Foundation Announces 2012 Awardees..................18 Top Air Show Performers Confirm AirVenture Appearances ..27

Editorial: User Fees: Paying Their Fair Share By Ed Downs ..............................................................11

In Memory: Wag-Aero Founder Dick Wagner ............................35

Special Section: Helicopter Update............................37

WAI Announces Pilot Hall of Fame Inductees ..........................36

Profile: Deborah Lemere, Combat Soldier By Herb Foreman ........................................................42

Black Diamond Jet Team, New Name, New Place ....................47

DESTINATION Flying With Faber: The San Francisco Bay Area By Stuart Faber ..............................................................29

COLUMNS Aviation Ancestry Contrails From Skies to Stars Goodies & Gadgets What’s Up?! Safe Landings The Pylon Place

by Scott Schwartz ....................14 by Steve Weaver ......................17 by Ed Downs ..........................20

..............................................23 by Larry Shapiro ......................28

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

DEPARTMENTS Calendar of Events ........................................................9 Classifieds ....................................................................54 Index of Advertisers ....................................................58

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Celebrating Twenty-Eight Years of In Flight USA

February 2012

THE TAYLOR AEROCAR By Wild Bill Hill

he future is strange to us, or at least that is the general consensus. When we think of the future, certain scientific anomalies dominate our consciousness: the personal robot, the teleportation device, the complete meal in a cup, the flying car, etc. We imagine that these are machines that would be built far off in the distant future, with teams of corporate or government backed engineers working tirelessly to produce such fantastic creations. After all, in what era could one have the knowhow or the money to make something like a flying car? The answer to that question is 1949. Moulton Taylor was an engineer from the University of Washington and spent World War II in the United States Navy working on the U.S. missile program. Oh, and he built a flying car. In 1946, flight worthy automobiles had already been built, but after Taylor met and spoke with Robert Fulton, the designer of the 1946 Airphibian, Taylor decided he could build a better one. The first Taylor Aerocar was built in 1949, and is a machine that was not only visionary compared to other flying cars, but futuristic for any craft at all. The Aerocar has wishbone suspension on all four of its axles, front-wheel drive, and a large amount of fiberglass within the construction to keep down the weight. The Aerocar isn’t a particularly large vehicle, with a 34-foot wingspan and a wing area of 190-feet squared (a modern personal plane today features similar dimensions), and tops out at 160 miles per hour in the air. The Taylor Aerocar was truly groundbreaking when it was first completed, and was the best attempt yet at providing the public with flying autos. The car received certification from the Civil Aeronautics Administration in 1956

(All photos courtesy of Wild Bill Hill) and was the closest road-able aircraft to enter production in history. As it stands, six Aerocars were built, with one still operational today. Ed Sweeney owns the Aerocar N102D, one of three first generation Aerocars in existence, and the only one that is still functioning (I had the rare and distinct privilege of riding in it). Sweeney is a Colorado native who knew Taylor in high school and later purchased the 102D in 1988 for what he now estimates is onesixth of the car’s worth. Sweeney has fully restored the car to flight and road worthiness. Sweeney started up his Aerocar 2000 business, building his own Aerocar in the spirit of Taylor’s. His son Sean regularly pilots N102D, while his other son Eric runs a repair shop at the North Auburn Airport in California called Auburn Airplane Works, where the Aerocar has been both housed and maintained. The shop’s specialty is repairing and restoring quirky or unusual aircraft and welcomes the challenge of making any airplane flight worthy again. When building his craft, Taylor had the difficult task of creating a vehicle capable of both road and air use. The wingspan of the Aerocar is, after all, a third of a football field long, which isn’t exactly tailor made for traveling on a city

street. In the end however, the Aerocar is designed so one person can make the switch from one mode of transportation to the other in roughly five minutes. The wings are unhinged and rotated, resting behind the car in a trailer-like formation and like something out of Inspector Gadget. The license plate flips up, allowing the user to engage/disengage the rotor from the flight module. In addition, Taylor’s invention further distinguishes itself as the first truly mobile flying car. Earlier attempts featured detachable fixed wings that must be left at the airport, while the Aerocar simply folds them up and continues on its way (although it is possible to detach the wings and tail as well as fold them). Looking at the Aerocar as just an automobile, the car appears to be an exceptionally well-built car from the 1950s. The car weighs about 1,500 pounds courtesy of the lightweight fiberglass construction, necessary because of the two different drive mechanisms onboard. The car maxes out at 67mph, as the accelerator is deliberately restricted to give only a third of available power (about 135 horsepower) while the car is on the ground. The interior is a unique hybrid of automotive and aeronautical controls, Continued on Page 22

GAMA COMMENDS OBAMA ON MANUFACTURING EMPHASIS, ASKS HIM TO FIX HIS POLICY BLIND SPOT In his State of the Union address before a joint session of Congress in January, President Obama embraced U.S. manufacturing in his “blueprint” for revitalizing the economy and job creation. While encouraging, the General Aviation Manufacturers Association (GAMA) hopes the president will abandon his

depreciation tax proposal on business aviation that would hurt the economic recovery of the general aviation manufacturing industry. “While we commend President Obama for his emphasis on manufacturing, we continue to warn of the negative impact his depreciation tax proposal

would have on the sale of business aviation aircraft,” said GAMA President and CEO Pete Bunce. “We urge President Obama to fix his blind spot when it comes to the economic importance of business aviation. Going down the road of a changed depreciation schedule will do damage to the general aviation manu-

facturing industry and its hard-working employees.” Bunce continued, “Our industry has suffered tremendously during the economic downturn. We stand ready to work with the Administration on policies that promote, rather than weaken, U.S. manufacturing.”

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

February 2012

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Celebrating Twenty-Eight Years of In Flight USA

TAKING LOCAL by Craig L. Fuller AOPA President & CEO

hen people think of AOPA, they most often think of Washington, D.C. That’s not too surprising. After all, our headquarters is just north of the city and we do spend a lot of time advocating for general aviation on Capitol Hill. We even have a small office in the heart of D.C. so we can keep a close eye on the agencies and decision makers that affect our freedom to fly. But AOPA also has a strong, and growing, presence nationwide. Our Airport Support Network volunteers are

TO THE

based at more than 2,300 fields all across the country. They serve as our eyes and ears at their home airports, building good community relations, heading off potential problems, and keeping us informed about the happenings where they fly. They are a vital link between AOPA and thousands of general aviation airports. And for decades we’ve had regional representatives to keep an eye on legislative issues in their states. But now we’re taking this kind of local outreach to a new level with the creation of our new Regional Manager Program. We’ve divided the country into seven regions, each with an experienced manager to lead the way on state and

EAA President/CEO Rod Hightower and EAA Founder Paul Poberezny on Jan. 16 jointly sent a letter to the leaders of EAA’s nearly 1,000 chapters, outlining the reshaping and strengthening moves originally announced by the organization one week earlier. In the letter, Hightower and Poberezny highlighted how EAA members and aviators will benefit from those changes. In addition, Hightower recorded a video that also focuses on the topic, (http://www.eaavideo.org/video.aspx?v= 1395608936001) which is currently available in the EAA video area (www.eaa.org). The letter to EAA chapter leaders and members reads: As EAA chapters are among the most essential and valued parts of our organization, Paul and I are sending you this letter to update you on the facts regarding some of the changes within EAA announced last week and the background behind those changes. During the past year, I have traveled extensively to our chapters and aviation events across this country, meeting thousands of members and learning their

views and concerns regarding today’s aviation issues. We held 31 Grassroots Pilot Tour sessions that allowed up-close and personal dialogue with members and non-members alike, to better understand how EAA can best promote aviation and meet their needs. It’s with this knowledge that we are strengthening our organization by adding key leadership positions, flattening the management structure, and concentrating resources in EAA chapters, youth education and homebuilding, while improving our capabilities in member services. EAA’s mission remains the same: to grow participation in aviation, by inspiring people to fly, build, volunteer and outreach to promote aviation. That hasn’t changed since our founding and won’t change in the future. What will change is how EAA operates its business. We will be more concentrated in areas that support our mission, just as described. We will respect our generous supporters by managing our costs, with the goal of spending 100 percent of donor dollars directly on the programs that we are all passionate about as

GAMA RESPONDS The White House has responded to a request from more than 8,000 petitioners to review their policy of imposing general aviation user fees. The petitioners requested this policy review through an online petition system set up by the Obama Administration called “We the People.” The system ensures that when enough support is garnered (5,000 petitioners threshold), White House staff review the petition, refer it to the appropriate policy experts, and issue an official

NEXT LEVEL

local issues. As full-time employees of AOPA, our managers will have the resources and authority to take action to protect our freedom to fly. The program also marks the first time we’ve been able to extend regional representation to Hawaii. At the same time, many of our regional representatives will continue to have a visible presence, representing AOPA at airshows and events in their areas. Expanding our representation in the states is especially important now. For the past several years, cash-strapped state governments have been looking for new sources of revenue to close growing

CHAPTER LEADERS GET UPDATE

February 2012

budget gaps. Many of those state governments have considered imposing new or higher taxes on general aviation to raise needed funds. So far we’ve been able to work with lawmakers to prevent the passage of any new taxes on GA – and in a couple of cases, states have even repealed or reduced taxes that were already in place. That’s great news, but as time goes on and the economy remains sluggish, we can expect to see even more aggressive attempts to impose taxes and fees on general aviation. With our regional managers in place, we’ll be ready to meet those challenges whenever, and wherever, they arise.

EAA RESHAPING

we inspire the next generation of aviators, builders, and aviation professionals. We will continue to support our members with knowledge and services that keep them flying, building and restoring so they can realize their dreams of flight. In addition, EAA is welcoming Jeff Skiles to head our chapters and industryleading youth education programs. Jeff is a passionate aviator who brings a wealth of experience and represents the very essence of what is possible and achievable in aviation. As co-chair with Sully Sullenberger of Young Eagles – the world’s most successful aviation youth outreach program – Jeff has been inspirational to thousands of young people who dream of flying. Chad Jensen, Manager of Homebuilder Communities, has been promoted to EAA’s senior leadership team and will report directly to me. You may be interested to know that Chad’s position had reported three levels of management below EAA’s president for many years. We have elevated Chad’s role to a strategic level to ensure our continued leadership in amateur-built aircraft and to lead our future initiatives in

homebuilding, including the expansion of our homebuilding area at AirVenture Oshkosh. Chad will also represent our special interest communities, including Homebuilt Aircraft Council, Ultralight Council, IAC, Warbirds, and Vintage by providing them a seat at the senior leadership table for the first time in decades. We’ve said goodbye to some employees as well. EAA has treated its employees with the greatest respect, and we have provided them with generous severance packages and assistance to help them transition to their next steps. We have also invited them to remain part of our extended EAA family and join us at AirVenture for The World’s Greatest Aviation Celebration. Leading the world’s most dynamic aviation organization comes with unique challenges and wonderful opportunities that sometimes require making difficult decisions. We hope that what we shared with you today is helpful to better understanding EAA direction and plans for our continued success. The letter was signed by Rod Hightower, EAA President/CEO, and Paul Poberezny, EAA Founder.

PERFUNCTORY WHITE HOUSE RESPONSE

response. In this case, the White House reaffirmed their support of general aviation user fees. “We were hopeful that the White House would take this petition, signed by thousands of citizens, and look carefully and constructively at their $100 user fee proposal on the general aviation industry,” said GAMA’s President and CEO Pete Bunce. “Instead the Administration issued a canned response based on previously available material that does not

look seriously at the adverse safety and economic consequences of their proposal. If the Administration took a more deliberative approach, we believe they would have come to the same conclusion that Congress has: general aviation user fees are a bad idea.” Bunce added, “GAMA continues to express opposition to continued efforts to implement a $100 per flight tax proposal. We believe this tax not only imposes a significant new administrative burden on

general aviation operators who currently pay through an efficient per-gallon fuel charge at the pump, but it will also necessitate the creation of a costly new federal collection bureaucracy. We do not need more policies that will hinder the economic recovery of the general aviation industry.” View https://wwws.whitehouse.gov /petitions/!/petition/take-aviation-userfees-table/Mtjk9lM3 for the White House’s response.

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Celebrating Twenty-Eight Years of In Flight USA

February 2012

THE DOT LEMON SAGA WHO WAS DOT LEMON? By Richard Kinsman For EAA.org (Reprinted with permission from EAA Vintage Airplane, Nov. 2011)

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ystery woman, barnstormer, pylon racer, gold-mine owner, Whitney family orphan . . . take your pick. The history and mystery of this compelling woman (1907-1986) was recently the subject of an exhibit at the International Women’s Air and Space Museum in Cleveland, Ohio. Dot Lemon never publicly identified her birth parents as members of the wealthy and prominent Chicago Whitney family, although the Whitney name appears on her birth certificate and passport application, signed by her. While she often alluded to the fact that she was the adopted daughter of the parents who raised her, Pastor and Mrs. Albert Martin, she maintained that her biological father was a wealthy and prominent man from Chicago. Her response to further inquiries on the matter was that her past was “private.” In spite of her obscure and controversial birth origins, she lived a colorful and amazingly successful life. As a teenager in Syracuse, New York, in the early 1920s, Dot was introduced to and became fascinated with flying. Under the tutelage of Merrill K. Riddick, known as the “Hobo of the Air,” she soloed in a Jenny/Canuck at the age of 16. She went barnstorming in the late 1920s, becoming acquainted with Jackie Cochrane and Amelia Earhart. Dorothy said she had gone on the road with four other (male) pilots, and despite having their aircraft severely damaged during a tornado in Georgia that ended the tour, they all subsequently continued flying. However, Dorothy was destitute and returned to Cicero, New York, where she became the sales manager for Hayes Aviation, with the American Eagle Agency, for all of New York State. During this period, Dorothy met and befriended the famous Irish aviator Lady Heath, aka Lady Icarus, who was touring the United States. Another of the many mysteries surrounding Dorothy’s life involves the question of her children. Did they really exist? While at Hayes Aviation in New York State, she fell for and took the last name of a pilot working for Hayes Aviation, World War I veteran Leon Perl Brink, T 1032, with whom she allegedly

(Courtesy of EAA.org) had four boys, named William, Sherwood, Clinton, and Wellington. However, Brink had been previously married, and there is no record of his marriage to Dorothy Martin. As a result, there is as yet no known record establishing the existence of these boys, and their last name remains undiscovered. However, Dorothy publicly referred to one of her sons, “Little Red,” being killed in the Korean War. The other sons are only mentioned by name in private correspondence or conversations. Leon Brink later earned brief notoriety in 1933 for having survived 52 hours floating on an inner tube in the Gulf Stream after ditching his aircraft. Dorothy’s next venture in life was as the wife of Richard (Dick) Lemon, also a pilot, whom she married in Florida in 1937. Together they managed an airfield, Belvedere Field, later Palm Beach International. While in Florida, Dorothy (now Dot Lemon) claimed to have been the first woman to intentionally fly into the eye of a hurricane. (This has not been documented.) Belvedere Field was taken over by the military for training purposes in the early 1940s. Following the end of World War II, Dot took up racing, participating in Halle and Kendall trophy races while establishing her reputation at that time as one of the country’s foremost female pilots. She was active in the Southern California Aero Club in the early 1960s, while authoring an allegorical tale of a small airplane, a book entitled One-One. Somewhere along the line in her adventurous and often obscure life, Dot became highly proficient in astronomy, astrology, and navigation. This led to her becoming the first female president of the prestigious and scientific Institute of Navigation (ION) in 1961. In the process Continued on Page 14

February 2012

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Editorial

USER FEES: PAYING THEIR FAIR SHARE? By Ed Downs

doubt that many readers of this editorial are completely ignorant of the war being waged against business and general aviation. Yes, we are talking about the “per flight” user fees that have been recommended by our pals in Washington, DC. The Office of Management and Budget (OMB, essentially the White House’s accounting folks), have recommended that all turbine flights be charged a $100 per flight service fee for “ATC Services.” Small, piston engine aircraft and aircraft operating in uncontrolled airspace are specifically excluded. There are other odious details, but this writer will assume that our readers are already aware of this well publicized OMB recommendation and that you have already responded to the request by multiple aviation alphabet groups to participate in a petition appearing on the White House website, “We the People.” Regrettably, your participation in the petition process is irrelevant, as Dana Hyde, OMB’s Associate Director for General Government Programs, has already blown them off with the following words: “In a challenging budget

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environment, the Obama Administration believes it’s essential that those who benefit from our world-class aviation system help pay for its ongoing operation.” Hyde continued, “And we want to ensure that everyone is paying their fair share.” Once this writer cooled down to something just below the red line, I recognized that two basic truths must be faced. First, these fees do not require congressional action or the FAA process of a Notice of Proposed Rule Making. They can be invoked through executive action, not answerable to elected representatives. Second, there is a large part of our population that thinks such fees are a good idea, allowing the “99 percent” to a symbolic shot against the “1 percent.” Pilots and aircraft owners are going to find themselves in election year political discussions wherein they will be compelled to talk about the concept of per flight fees with folks who are strongly in favor of the idea. As we all know, aircraft owners are often viewed as “rich guys with expensive toys.” Simply expressing anger over what is obviously a political ploy in an ever increasing tradition of class warfare is not going to hack it. Let’s take a look at popular beliefs often held by supporters of “per flight” user fees and address each one by the numbers.

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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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tightly to an expensive FAA system to stay alive and keep from running into each other. The average “Fee Fan” sees aircraft owners as people who receive special services from the government that are not available to the general public. As rich airplane owners, we should obviously pay special fees to use these special services. Your need to be able to quickly Continued on Page 16

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Celebrating Twenty-Eight Years of In Flight USA

February 2012

Editorial: User Fees Continued from Page 11 explain how the National Airspace System (NAS) works, and why those portions of it that we, and business aircraft, do use are worthy of support through the many taxes we now pay, and general taxes that everyone pays. The basic premise that the National Airspace System, and therefore, all flights, are dependent upon local FAA controllers (control towers), Radar Approach Control Facilitates (RACF) and Air Route Traffic Control Centers (ARTCC) to function is simply wrong. Nearly 90 percent of all public use airports are non-towered airports, residing in Class G uncontrolled airspace. That percentage of non-towered airports increases substantially when private use airports are included in the mix, with towers installed at less than 3 percent of the nation’s airports. The premise that there should be a fee for use of controlled, Class E, airspace is based on the belief by many that the word “controlled” means that aircraft flying is such airspace are firmly under the control of life saving services offered by the FAA. Again, nothing could be further from the truth. The term, “controlled airspace’ simply means that the FAA (read that ATC) has the jurisdiction to control aircraft, if the pilot requests operation in instrument meteorological conditions (IMC). A VFR pilot flying in “controlled” airspace is not using ATC services unless they request them, as with radar flight following. Even then, one must remember that VFR flight following is given by ATC only if workload permits. The fact is, given new GPS navigation technology, privatized navigation and briefing services plus advanced technology display systems (that includes tablets and smart phones), pilots now regularly fly from coast to coast and never talk to the FAA, with the possible exception of checking on TFR’s. The bottom line is that general aviation aircraft can and do regularly fly long distances with minimal or no impact on the ATC structure, while an airline passenger uses every resource ATC has to offer every time they fly.

Misconception 2. Corporate turbine aircraft use special ATC services that cost taxpayers money above and beyond the general taxes paid by all Americans to subsidize the airlines. Aren’t jets always flying IFR, regardless of the weather? Aren’t the special, life-saving services of the FAA/ATC

system always required to conduct IFR flight? Here comes the fun part to explain to fee lovers! Complex radar structures and services are not required to fly IFR. The entire IFR, positive separation system is designed to operate with altitude and time separation, keeping airplanes from running into each other, needing no radar assistance. The complex and expensive ATC system we now have in place is designed to compress traffic into less airspace and increase arrival rates at key airports for airlines. In short, the modern ATC system is a direct subsidy to the airlines, with the airlines, and passengers paying a variety of taxes for it, even though those taxes end up in the general fund. To be sure, they don’t pay all the cost. Air transportation, like the interstate highways, are considered so important to our economy that all tax payers chip in a few bucks each year through general federal income taxes. The fact is, corporate jets use a surprisingly small percentage (estimated at less than 10 percent) of this infrastructure and do not impinge upon airline operations. Frequently, corporate and business aircraft specifically avoid the major hubs due to airline congestion and use much less expensive local airports. Oh yes, business aircraft do pay taxes. They pay many service- and use-related taxes in addition to supporting an entire business aircraft infrastructure (employing many thousands of people) that receives no form of federal or state subsidies.

Misconception 3. The present ATC system needs “big government” to grow and develop, and the FAA’s operating budget must be covered with user fees. First, anyone referring to user fees and the “FAA budget” in the same breath is either profoundly uninformed or simply dishonest. The FAA does not have a congressionally approved budget or longrange budget plans. The FAA is granted support income from general taxes on almost a month to month basis, often treated as a political football in the budget cut game. Inserting user fees discussions of any kind (like highway tolls or fees to enter a national park) as a means of supporting a budget that does not exist is simply giving the executive branch the right to levy taxes with no congressional and/or judicial checks and balances. It is also interesting to keep in mind that the National Airspace System we

have today is the result of private enterprise investment, not government. The entire airway structure, including navigation aid development, was implemented and managed by private companies from the beginning of flight to 1938. WWII stepped in to introduce VHF and radar technology which had been steadfastly held onto by “big government” up to present times. Even the FAA is now trying to dump this out-of-date system in favor of GPS based “Next Gen,” but cannot get budget approval!

Misconception 4. Per-flight user fees are commonly applied by most other countries around the world, which pays for their ATC services. Absolutely true, high fees are charged, but those fees only cover a small fraction of their total operating cost, even though they frequently apply to all flights of any kind. It is known that countries leaden with high aviation fees seldom (if ever) have a vibrant aviation community. America’s free access policy has resulted in this country being the world leader in development of virtually everything associated with public aviation. Hundreds of thousands of jobs (actually millions, over the years) have been created and our National Airspace System is second to none, even if it is technologically obsolete. User-fees around the world have not led to advanced aviation development or increased employment in any country in the world. Are these the results “Fee Fans” are looking for?

Misconception 5. “Those who benefit from our worldclass aviation system should help pay for its ongoing operation.” This writer agrees, and we do. Airline passengers pay taxes, airlines and corporations pay taxes at multiple levels, and all national airspace users pay fuel related taxes. General taxes contribute to the national airway system because of the good it does for overall national commerce. Corporate aviation not only pays its fare share, but supports an entire industry, supporting thousands of jobs. “Fee Fans” are simply being misled when told that corporate jets get a “free” ride.

Misconception 6. “And we want to ensure that everyone is paying their fair share.”

The “fair share” argument makes for good political rhetoric, but contains a hidden danger. “Fee Fans” need to be careful when promoting the concept of “those using a system should be taxed higher than those who do not use a system.” Does that mean that parents with kids should pay higher school-related taxes than those folks who do not have kids in public schools? Is a person using our national highway system to drive to work considered a “Fee Free” user, while a soccer mom needs to pay a “User Fee” because her family is involved in an activity not shared by all? User fees are actually a “tax by decree” that can quickly get out of hand. Are we going to see the creation of a “Fairness Agency” that makes decisions as to what is fair and unfair? Will this agency have collection and enforcement authority? Are “Fee Fans” really ready to have a government agency making such arbitrary decisions? Finally, given the truth and logic behind the preceding comments and those of many of the petition participants, why would any elected representative pursue what is obviously a damaging path of action? This is where philosophy comes in. There are many well intended Americans, and leaders of other nations, who truly believe that the problems of the world are caused by the exceptional achievements of America. It is believed that America’s leadership in social structure, economic power and technological achievements makes many people who have not participated in this leadership role (both domestic and foreign) angry, resentful and vengeful. By “toning down” the exceptional qualities that America has earned, we will have a happier world. To be sure, there is no greater example of America’s industrial exceptionalism than our contributions to aviation and science. Is the vilification of corporate aviation just one more step towards removing America from the very short list of “exceptional nations” in an effort to “level the playing field” in the name of both domestic and international popularity? Those opposing aviation-related user fees must remember that they may be dealing with an agenda that has nothing to do with aviation. Be prepared! The preceding editorial commentary presents the views of the writer and do not necessarily reflect the views of In Flight USA.

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February 2012

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Celebrating Twenty-Eight Years of In Flight USA

Aviation Ancestry

February 2012

by Scott Schwartz

THE B-29 SUPERFORTRESS, PART TWO

ire aboard an aircraft is something that is dreaded by pilots and aircrew. Left unchecked, fire can melt major structural components – such as wing spars, with obvious results. This is exactly what happened with the second B-29 prototype. The date was Feb. 18, 1943. During the preceding months, engine overheating and engine fires became commonplace, especially at altitudes above 25,000 feet. On this day, yet another engine fire burned completely through the wing spar. Boeing test pilot Eddie Allen, the entire flight crew, and six firefighters (who were on the ground) were killed in the crash. This disaster caused the whole B-29 program to come to a halt. Concerned that its new “super bomber” might not survive long enough to enter service, the Army took control of

B-29’s roll down the assembly line, destined to be winging their way to targets in the Far East. (Photo courtesy of the USAF) the entire program. Now referred to as 14 YB-29 test aircraft rolling out of the “B-29 Special Project,” the program Boeing’s Wichita plant on April 15, 1943. was re-organized under the leadership of In lieu of the earlier three-bladed Brigadier General Kenneth Wolfe, and Bpropellers, the production B-29 was 29 production resumed with the first of equipped with four-bladed Hamilton-

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Standard models that could be fully feathered. Plus, the General Electric computerized, remotely-fired gun system was installed, and newer versions of the R-3350 engines powered the production aircraft. The superchargers in these new engines were re-designed, as it was found that a supercharger malfunction was the cause of the Eddie Allen crash. As with any new technology, the bugs had to be worked out, and B-29 production lagged. Things were getting dicey, because then-President Roosevelt had promised Chinese President Chiang Kai Shek that the new bombers would reach Chinese airfields by the middle of April, 1944. The problem was that each new B29 coming out of the factory needed at least 54 modifications before it could be Continued on Page 17

The Dot Lemon Saga Continued from Page 10 she became a personal friend of the Weems family, founders of the company well-known for development of navigation aids. Another most interesting and unexplained phase of her life began in the 1960s when she became interested in Venezuelan gold. In 1964, under very obscure circumstances, Dot Lemon was officially granted title, by the Venezuelan government, to 25-year gold-property concessions. These gold-mining concessions, named “Las Cristinas,” are reputed to be among the potentially most valuable gold-mining properties in the western hemisphere, and they have been the subject of worldwide ownership litigation since the expiration of Dot’s concessions in 1986. She died in Caracas, Venezuela, with no identified next of kin. The mystery surrounding her involvement in Venezuelan gold has led to much speculation and controversy regarding her possible connections with pilot and adventurer Jimmie Angel, who discovered the highest waterfall in the world, Angel Falls, which was named after the famous and infamous Angel, who dedicated much of his life to searching for gold in Venezuela. How, from whom, and under what circumstances Dot acquired the “Las Cristinas” concessions from the Venezuelan government remains one more of the many enigmas in the life of Dot Lemon. It has been widely speculated that Dot was involved with Jimmie Angel, and as a result of

Jimmie’s gold-seeking adventures in Venezuela, this somehow resulted in her having obtained the “Cristinas” concessions following Angel’s death in 1956. This has remained in the realm of romantic speculation, without confirmation. In numerous interviews and articles in the 1950s and ‘60s, Dot alluded to, but never detailed, a prominent family background. She one time hinted that she was related to the Wright brothers’ family. It seems probable, given her education and accomplishments in flying, navigation, business, and music (she was briefly a concert pianist), that despite being given up for adoption as an infant, she had received support and benefits from her birth parents, whomever they may have been. So, who was Dot Lemon, really? Who and where are her four sons? The details of her possible family origins and life accomplishments remain one of history’s potentially most fascinating stories. She was an immensely talented woman who deserves to be listed among the outstanding women aviators of the 20th century. Note: The author of this sketch is researching Dot’s life in order to write her biography. Please contact him directly with any possible information or sources. Richard Kinsman, 7155 W. Belmont Dr., Littleton, CO 80123, Tel/fax: 720-922-7487. Email: dicksheilkinsman@aol.com

February 2012

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Celebrating Twenty-Eight Years of In Flight USA

February 2012

AOPA FIELDS TEAM OF TALENTED REPRESENTATIVES By Jim Moore for AOPA

he new crew is ready for takeoff. The mission: build strong local general aviation communities and strengthen AOPA’s relationships with state and local governments across the country. AOPA’s new team of regional managers has deep roots in aviation, and their arrival marks the first overhaul of AOPA regional advocacy and representation in decades. “We are pleased and fortunate that many of our ‘new’ regional managers are familiar faces, having served very capably as AOPA regional representatives,” AOPA President Craig Fuller said. AOPA created seven new, full-time positions, in part, to meet growing demand for active participation in state government decision-making. As cashstrapped states eye GA taxes, reduced spending on airport maintenance, and as community airports face an ongoing threat, the need to make sure pilots have a voice in community decisions is greater than ever, Fuller said. AOPA also strives to maximize the return on the effort of pilots and Airport Support Network volunteers who work tirelessly to promote the value of GA to the cities and towns – and people – served by airports and aviators across the country. “AOPA has been well served by the dedicated representatives who helped mobilize thousands of volunteers to support community airports around the country,” Fuller said. “We thank each of them for a job well done, and look forward to their continued contributions.” Regional representatives who did not transition into the new managers program will remain familiar faces as they continue to attend aviation community events on behalf of AOPA.

Meet the Team Great Lakes Regional Manager Bryan Budds got bit by the flying bug at age 15, and earned a private pilot certificate two years later. He decided to make a career in aviation. “As I entered college, I knew I wanted to meld my interest in aviation with my emerging interest in public policy and was given that opportunity through an AOPA Government Affairs internship,” Budds said. Later, as a student in the George Mason University master’s degree program in transportation policy, Budds returned to AOPA government relations,

also working on aviation issues for Rep. Sam Graves (R-Mo.) and the U.S. Department of Defense. “Each of these opportunities allowed me to further develop my general aviation policy skills which I am extremely excited to use in developing the Great Lakes aviation community.” Northeast Regional Manager Craig Dotlo earned a private pilot certificate and instrument rating in the 1970s, and was retained as the AOPA Northeast Regional Coordinator in 2002. Dotlo has collaborated with fellow GA community members on a variety of state legislative issues, including successful efforts to persuade states to adopt sensible tax policies that avoid undue burden on pilots and aircraft owners. Dotlo is also a veteran defender (and promoter) of local airports. The wild skies of the Alaskan frontier have been home to AOPAAlaska Regional Manager Tom George for most of the 4,000 hours he has logged since learning to fly in a Piper Warrior in Fairbanks, Alaska. He next added a seaplane rating in a Piper Super Cub, then purchased as Cessna 170 to fly for fun, and to support research field camps for the University of Alaska. An AOPA regional representative since 2000, George now flies a Cessna 185 equipped with wheels and skis for business trips and aerial photography in the remote reaches of Alaska. He holds an instrument, commercial single- and multiengine-ratings, and is a certificated flight instructor. He makes occasional excursions to Canada and the “lower forty-eight.” Southern Regional Manager Bob Minter has worked in aviation since 1961, and was honored in 2002 for “Career Contributions to Aviation” in Tennessee, the highest individual recognition bestowed by the Tennessee Aeronautics Commission. Minter has worked as an FBO and flight school manager, and sold Cessna aircraft. He also worked in the 1970s for the Tennessee Department of Transportation Bureau of Aeronautics, with oversight of the state’s 76 public airports. As a corpoContin ued on Page 22

February 2012

Contrails

www.inflightusa.com

by Steve Weaver

EARLY ADVENTURES IN MY LUSCOMBE 8A, PART THREE Continued from the January 2012 Issue

y the time I reached Pennsboro the ground was totally dark and now I was following the lights of moving cars that I fervently hoped were moving toward Parkersburg. Worse, I had no lights on the airplane and nothing to light the instrument panel, which at this point was a just a dark shape in front of my knees. I had never been in an airplane at night before, and as the visual cues that I had used in flying, without even thinking about them, slipped away one by one, I felt like a man being swept by swift waters to a waiting waterfall. The brassy taste of fear was in my mouth. The speed of the little airplane over the ground now seemed reduced to a snail’s pace, and the indistinct gloaming below passed ever so slowly. The sky, still with faint afterglow on the western horizon, had darkened above me and stars were beginning to appear. I kept trying to comprehend the fact that I was flying an airplane alone, through a night sky. After what seemed to be an eternity, an indistinct glow of light appeared at my one o’clock position. It slowly grew brighter as I came on, and in a bit I passed over a lighted service station. I could see an attendant pumping gas into a pickup truck that sat washed in the flood of the island lights and as I looked down, the attendant’s white face turned up toward me, no doubt wondering why no lights showed on the airplane passing over. I recognized the station as one on Route 50, where I occasionally gassed up my car. Now I knew I was not far from Parkersburg and that I was over the right road after all. Sweet relief coursed through me as I realized that I wasn’t lost, that I had found

home and that I was going to survive this. Soon I could see the outskirts of the city, well lit by the street lights and the signs of stores. The huge, orange colored Mr. Bee’s Potato Chip sign that sat above the street leading to the airport came into view like a friendly beacon, as I made my way over the now familiar path. A few minutes later, my high spirits fell as I reached the area where I knew the airport to be. There were no welcoming strings of runway lights, only a large square area of total darkness, contrasting sharply with the myriad of city lights all around it. My lack of night experience was complete. Not only had I never flown at night, I had never even been to the airport at night and didn’t know the runway wasn’t lighted. Now I had to land an airplane at night for the first time, do it without benefit of seeing my instruments, and as a special topping for my flight of idiocy, also manage to hit an unseen runway. As I flew across the center of the field and looked straight down, I could see the outline of white airplanes parked on the dark grass, as they reflected the glow of the city lights. Using that position as a guide, I turned downwind and pulled on the carburetor heat, as I’d been taught. With no way to see my airspeed or altitude in the darkened cabin, I knew I had to rely on the patterns established by the hours of landing practice with my instructor. I would have to depend on the feel of the airplane against my hand and the sound of the air moving past the ship to gage my airspeed. I hoped my inner clock would let me time the length of the downwind and base legs of my pattern, and then I’d aim for the square of darkness that was the airport, once I’d rolled out on final approach. As I pulled the throttle back to idle I

said a small prayer, asking God to forgive me for being so stupid and to please let me survive this mess I’d made. I hoped it was true that God protects drunks and fools, for I had completely qualified for the latter nomenclature. Giving the trim the number of twists I remembered from my other landings in the Luscombe, the little airplane settled into my hand and I began the glide. Seconds passed, then when I thought the time was right I made the 90 degree turn onto the base leg of the pattern, careful to neither pull up the nose or let it drop. Strangely, the airplane felt almost normal in spite of not being able to see instruments or runway. When the square of darkness filled my left window, I made the last turn onto the final approach for the runway. While I had been over the streets and neighborhoods of the town or pointing away from the field, the lights on the ground had given me reference, and made maneuvering the airplane almost like daytime. Now I was pointed at a dark hole and as I sank lower it became harder to sense the attitude of the airplane. I concentrated on not make changes in the controls and listened intently to the sound clues the ship gave me. I seemed to be centered on the blackness that I knew was the airport and as best I could tell, my altitude looked about right. Suddenly I saw the top of a shadowy hill silently ghost by beneath my wheels and I realized I’d passed the flood wall that marked the south end of the airport. I was about as well positioned as I could hope to be and as I sank down into the darkness I looked desperately for some clue to tell me where the ground was. When I could stand it no longer, I broke the glide and started feeling for the ground. The

Luscombe stalled and dropped and I knew I had flared too high. I jammed the throttle forward and eased up on the stick until I felt the wings gain purchase again, then pulled the throttle back and began the process over. This time the ground was just beneath the wheels when the airplane stalled and we touched and with a small bounce the airplane settled and rolled through the dark and the mist that was starting to form above the wet grass. As one could imagine, my failure to return to the airport before dark had not gone unnoticed. As I taxied slowly in I was met by a mighty contingent of cars and people, looking to me at the time much like a lynch mob. It was led by my instructor, a giant of a man named Red Bozo, who looked ten feet tall in the wall of headlights backlighting him. When I cast my memory back to that moment, I could swear that the crowd was holding the blazing torches seen in Gary Larson cartoons, but they were probably flashlights. A caravan of cars led the way back to my tiedown and I made my excuses to Red, all lies, for what could I say? I remember driving back to my apartment feeling as if I had just awakened from a long and wrenching dream. I knew that I had just experienced life on the very edge. I also knew that things could have so easily ended another way and that I was blessed to still be drawing breath. At that moment life seemed inexpressibly sweet to me and I vowed that I would never again do something so foolish. But even as I made that vow, the thought came to me, totally against my will, that I had never felt so alive as I did at that moment.

they were stuck in Egypt for a week. The temperature in Cairo hit 115 degrees, and the engineers hadn’t planned on this. Further, the temperature in India (where some of the B-29s would be based) would soar to more than 120 degrees at times. Since the B-29’s engines still had a tendency to overheat under normal circumstances, something had to be done. The solution was simply to re-design and re-work engine air-baffles and oil lines in the field. A bit of trial-and-error was involved here, and the whole project benefitted. For, if a field modification worked, it was incorporated into aircraft

that were still on the production line. Well, the April 15 deadline came; and, on that date, there were more than 30 B-29s parked at the Kharagpur, India base. By the end of that month, B-29s were flying over the famous “Hump” (the Himalyan Mountains) toward their new base in Kwanghan, China. Ironically, the necessary supplies (including fuel) had to be flown into the Chinese base by B-29s themselves. So, a few of the aircraft were gutted and converted into fuel tankers/cargo aircraft for this purpose. Continued on Page 24

Aviation Ancestry Continued from Page 14 declared ready for combat. Problems with the R-3350 engines and the General Electric remote fire control system persisted to the point where General “Hap” Arnold took the reins to the whole B-29 program, personally. Gen. Arnold’s “guidance” apparently paid off, because the first B-29s were on their way to China as of March 26, 1944. Well, not directly to China; the route took the aircraft over Africa, and Mechanics change one of the massive R3350 engines at base in India. (Photo courtesy of the USAF)

Celebrating Twenty-Eight Years of In Flight USA

February 2012

LINDBERGH FOUNDATION ANNOUNCES 2012 LINDBERGH AWARDEES Legendary Aviator and Inventor Forrest Bird and Aviator and Philanthropist James C. Ray to Accept Awards During Sun 'n Fun The Charles A. and Anne Morrow Lindbergh Foundation has announced the recipients of two prominent awards, which will be presented at a celebration at the Fantasy of Flight in Polk City, Fla. on March 29, during the Sun ‘n Fun Fly-In. Legendary inventor Forrest Bird has

been selected to receive the 2012 Lindbergh Award and businessman-philanthropist James C. Ray has been named recipient of the Spirit Award. “2012 is a significant year since we are celebrating the 35th anniversary of the Lindbergh Foundation as well as the

85th anniversary of Charles Lindbergh’s New York-to-Paris flight,” said Lindbergh Foundation Chairman and CEO Larry Williams. “We are particularly pleased and honored to be recognizing such exceptional aviators as Dr. Forrest Bird and James C. Ray with Lindbergh

Awards during this historic year. I speak for our Board, Staff and supporters when I offer my heartfelt congratulations to these accomplished gentlemen in joining a long and distinguished list of Lindbergh awardees.”

Dr. Forrest Bird

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Dr. Bird will receive the Lindbergh Award, which is bestowed annually upon an individual whose life’s work demonstrates a balance between technology, our environment and the quality of all life on earth. Meeting Orville Wright, along with encouragement from his father who was a WWI pilot, led Bird to his first solo flight at age 14. He soon began working on multiple pilot certifications, which eventually led to service in the U.S. Army Air Corps beginning in 1941. During WWII, he piloted nearly every aircraft in service, including early jet aircraft and helicopters. Noting similarities between air flowing over the wings of an airplane and air moving through the lungs, Bird created the earliest versions of the now-prolific “Bird Respirator” for high-altitude flight and hospitals. Bird respirators freed polio victims from the confinement of the iron lung and were the first mass-produced respirators in the world. Physicians of the time claimed: “A machine is never going to breathe for you!” Bird proved them wrong and the start of the respiratory industry was created. As the pioneer of the industry, Dr. Bird created his “Babybird,” a ventilator made specifically for premature infants and small children. This invention is credited with reducing the rate of breathing-related infant mortality from 70 percent to 10 percent worldwide. Heart, lung and kidney transplants could not happen without the use of a respirator. Bird has created more than 40 different respirators that continue to be the predominant choice of hospitals, aviators, firefighters and others. “It is a great honor to receive the Lindbergh Award,” said Bird. “I remember meeting Mr. Lindbergh when I was a child. He was an amazing individual who has made great contributions to society in aviation and innovation. When I was a child, Mr. Lindbergh was a role model. I was fascinated by his – as well as his wife’s – accomplishments. Mr. Lindbergh planted a seed in my mind. That seed has been cultivated.” Continued on Page 18

February 2012

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Lindbergh Foundation Continued from Page 22 In addition to being inducted into of the Inventor’s Hall of Fame, Dr. Bird received the 2008 Presidential Citizens Medal from President George Bush. In 2009, President Obama awarded him the National Medal of Techology and Innovation for his “outstanding contributions to the promotion of technology for the improvement of the economic, environmental or social well-being of the United States.” “Dr. Bird’s pioneering and life-saving medical inventions make him especially deserving of the Lindbergh Award. Few people realize that Charles Lindbergh also was very interested and successful in medical innovations, having helped develop the Perfusion (artificial heart) Pump with Dr. Alexis Carrell,” noted Award Committee Chairman David Treinis. Bird and his wife Pam live on Lake Pend d’Oreille in northern Idaho where they support aviation history and education through the Bird Aviation Museum and Invention Center. They also both fly various aircraft from their private runway.

James C. Ray James C. Ray, pilot, businessman, and philanthropist, has been selected to receive the 2012 Lindbergh Spirit Award. This award is given every five years for pioneering achievements in an aviation career with the spirit and character that represents the best of this nation. While working in Hawaii as a steelworker for the Navy, Ray was an eyewitness to the Japanese attack on Pearl Harbor. Shortly thereafter, he enlisted in the U.S. Army Air Corps and flew a total of 30 B-17 missions from Rattlesden, England, including raids on German factories, and was a lead pilot on a D-Day attack on enemy headquarters in Normandy, France. Additionally, Ray served with the U.S. Air Force during the Korean conflict. After the war, Ray flew his Cessna 170B on business and personal trips that took him to 58 countries and every Caribbean island with a landing strip. He has accumulated more than 3,500 hours in single-pilot Citation jets flying across North America as a rancher, oil and gas explorer, and real estate developer. A successful businessman, Ray has provided start-up funding for more than 300 businesses including Compaq Computer, Eclipse Aviation and Cirrus Design. He believes the discipline and skill he obtained during flight training helped him become successful in business and conversely applies lessons

learned in business to his flying. Ray’s philanthropy is predominantly dedicated to aviation-oriented youth education programs. He made a significant contribution for the building of the Central Florida Aerospace Academy on the grounds of Sun ‘n Fun. The James C. Ray Scholarship Fund was established to offer financial support for Polk County High

School merit students. Ray also provides financial support to the Experimental Aircraft Association and its Young Eagles program; the University of North Dakota Aerospace programs; the Museum of Flight in Seattle, Wash.; and the Future of Flight Aviation Center and Boeing Tour in Everett, Wash. In 2009, he received an honorary Doctor of Letters degree from

the University of North Dakota. “We believe that Mr. Ray’s interest in supporting both innovative education and business ventures at an early stage of development, particularly to advance solutions for air and pilot safety, is uniquely aligned with the philosophy behind the Spirit Award,” noted Treinis.

Celebrating Twenty-Eight Years of In Flight USA

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rom Skies to Stars is a new feature appearing in In Flight USA for the first time. In Flight USA is keeping our promise made in the August 2011 editorial regarding the downfall of America’s manned space program. At that time we committed to keeping the flame of space exploration alive by bringing our readers regular information about astronomy, space exploration and space sciences. We have joined up with the Tulsa Air and Space Museum & Planetarium (TASM) and the Astronomy Club of Tulsa (ACT), a dedicated group of professional and amateur astronomers, science enthusiast and professional educators who have generously offered to share their ongoing outreach program with our readers. We invite readers to participate and let us know what you would like to read. The staff at In Flight USA may be reached at editor@inflightusa.com. Read on, and discover the universe! Now, you may be asking, what is the connection between flying and astronomy? Basically, that connection is the sky, travel, altitude and spectacular scenery. It is only distance that truly varies. Astronomers have virtually no limit to range! Like pilots, astronomers plan “cross-country flights” that cross the galaxies. Like pilots, astronomers keep logbooks, filled with stories of viewing adventures, sights that only they may have seen. Wait, you say, isn’t one look at the moon the same as every other look at the moon? If you have seen one nebula, you have seen them all, right? Not by a long shot! Not only are there many different types and power of telescopes, but also different accessories, all mixed in with the experience of the astronomer. And then there is computer enhanced AstroImaging, which allows today’s “amateur” to create photos that look like they are straight from the Hubble Telescope, at affordable prices! You will learn about astronomical equipment that only a few years ago would have been available exclusively to the pros. For as little as $500 one can be visiting deep space objects like nebulae and galaxies, or perhaps distant comets heading our way from the Kuiper Belt or Oort cloud, which linger outside the orbit of Pluto. The rings of Saturn become a playground and the remarkable Jovian moons (a composite of which may have served as an inspiration for the planet “Pandora” in the science fiction movie,

Ed Downs with his Orion Dobsonian 12in reflector telescope. (Ed Downs) Avatar) introduce us to the specter of extraterrestrial life. We will borrow a page from Carl Sagan’s’ book, Cosmos and board the Lightship Photon I, (named after the elementary particle that carries light) for journeys that may take hundreds of thousands of years. And each month, there will be a specific adventure in which you can participate. This writer’s 12-inch reflector telescope (an Orion Dobsonian with computer star finder) had no difficulty locating the famed red supergiant, Betelgeuse, in the upper left corner of the constellation “Orion.” Orion can be seen about half way up in the Southeastern skies if you look up between 7 and 8 in the evening. It moves towards the South as the evening wears on. Look for three stars in a row that make up his belt. To the upper left is orange Betelgeuse and down and right is the bright blue white star Rigel. The reddish orange hue of Betelgeuse is plainly visible. The telescopic flyby in our lightship required us to travel some 640 light years from Earth to see the largest star in our galactic neighborhood. Known as a “variable star,” Betelgeuse is so large that, if placed in the middle of our solar system, the chromospheres (a star’s atmosphere) would reach Jupiter, easily consuming all of our inner planets. The “variability” of Betelgeuse’s brightness is because it is a dying star, eating away at its own nuclear core. This neighboring super red giant will someday explode, that is, become a supernova, with a fierceness that could make our sky appear as though we have two Suns. In Continued on Page 22

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AOPA Fields Team Continued from Page 16 rate pilot, Minter crisscrossed the country in an Aero Commander 720. Co-founder of the Tennessee Aviation Association, founder of the Tennessee Aviation Hall of Fame, and a 50-year member of AOPA, Minter has worked for the past 26 years as the AOPA regional representative covering state and government affairs in the southeast. During a 29-year career at the FAA, California Regional Manager John Pfeifer held various engineering and administrative posts, including 14 years as manager of the FAAâ&#x20AC;&#x2122;s San Francisco Airports District Office, where he was responsible for all Airports Division programs in Northern California and Nevada. Pfeifer has served as the regionâ&#x20AC;&#x2122;s AOPA representative since 2001, and on the California Transportation Commission-Technical Advisory Committee on Aeronautics; the Board of Directors of the Association of California Airports; and the National Academy of Sciences, Airport Cooperative Research Program panel on the recently-completed â&#x20AC;&#x153;Guidebook for the Preservation of Public-Use Airports.â&#x20AC;? Pfeifer is also a registered professional engineer in California. Central Southwest Regional Manager Yasmina Platt is a transportation scholar, CFI, and CFII who joins the AOPA regional manager team after working in the planning department of the worldâ&#x20AC;&#x2122;s busiest airport, Hartsfield-

Jackson Atlanta International Airport, since 2008. Platt is no stranger to AOPA, having served as a summer intern at the Air Safety Institute and an AOPAAirport Support Network volunteer. Platt has received numerous awards and recognition for her academic research and scholarship in transportation and aviation. She is passionate about safety, outreach, research, pilot education, and GA promotion and protection. Platt is also an adjunct aviation professor at Utah Valley University in Orem, Utah. Northwest Mountain Regional Manager David Ulane brings nearly 23 years of aviation experience in the Northwest Mountain Region to AOPAâ&#x20AC;&#x2122;s regional team. He previously served as assistant aviation director at the Aspen/Pitkin County Airport in Colorado, where he oversaw planning, funding, and implementation of more than $60 million in capital improvements between 2005 and 2011. Ulane previously managed the St. George Municipal Airport in Utah, and Yellowstone Regional Airport in Cody, Wyo. Ulane began his aviation career in 1989 working for Denverâ&#x20AC;&#x2122;s Centennial Airport, one of the busiest GA facilities in the nation. Ulane has held a variety of leadership roles, including president of the Northwest Chapter of the American Association of Airport Executives. A resident of New Castle, Colo., Ulane will soon restore the currency of a private pilot certificate first earned in 1989.

From Skies to Stars Continued from Page 20 astronomical terms, â&#x20AC;&#x153;somedayâ&#x20AC;? can mean tomorrow (which would actually be 640 years ago, did I mention time travel?) or sometime in the next million years. But not to worry, the great distance will protect us from the actual blast, yet our satellite systems are probably not going to like the resulting GAMMA ray burst. I guess

we will all simply have to add that to our fear of asteroids colliding with earth! Did I mention that astronomy is full of excitement? Stay tuned, there is more to come. Learn more at www.TulsaAirAnd SpaceMuseum.org and www.astrotulsa.com. Join the adventure at these fine websites. The universe is waiting for you.

The Taylor Aerocar Continued from Page 6 featuring a steering wheel, gearshift, speedometer, oil, pressure, and fuel gauges for driving. The car also features an altimeter, compass, temperature gauges, and a confusing but efficient system of five pedals at the feet of the operator. The pedals are for the left and right rudders, acceleration, brakes, and clutch. Incidentally enough, the hybrid controls arenâ&#x20AC;&#x2122;t the only things that are similar between the ground and air modules: the

Aerocar can travel exactly 400 miles on one tank of gas, either driving or flying. The spirit of innovation and adventure created the Aerocar. Moult Taylor saw a possibility and went out to design and build it. Now, almost 60 years later, the progress towards a production model, road able aircraft is in a similar place that it was when Taylor worked towards it. Yet, perhaps with a bit more innovation, we can soon see four wheels and an undercarriage flying over our heads.

February 2012

www.inflightusa.com

OODIES AND ADGETS

One of the truly great things about being an aviation buff is the number of “Goodies and Gadgets” available to play with. Here In Flight USA has collected a few new ones worthy of your consideration.

Fax:: 415-898-5155 www.tjair.com m Email: tjair@tjair.com

351 Airport Road #3 Novato, CA 94945 5 415-898-5151

Corbi Air offers AMT Air Conditioning System Light Weight For Use in Small Aircraft and LSAs Corbi Air has announced availability of a revolutionary air conditioning system that is light enough and reliable enough to work in small aircraft. The installed system was shown in Sebring, Florida, at the Light Aircraft Expo. The launch customer of this air conditioning system is the S-LSA Alto, a rugged, metal two-place machine with three models that cater to those who want a practical small airplane or a trainer. The gross weight limit of 1,320 pounds for the LSA (Light Sport Aircraft) category is an imposing obstacle for most who want to “civilize” their machines, but the Alto already had excellent useful load, and, as Corbi Air President Ron Corbi said, “Because of its compact size and light weight, the air conditioning system fit easily into the Alto. Even with the 28-volt alternator we added to the Rotax 912S engine, the AMT-developed system allows us to retain one of the largest useful loads in the class.” The system is all-electric, so the standard 12-volt Rotax system, common in LSA, is augmented by an independent alternator and small 24-volt batteries. “Because it is compact, light, and powerful, the system is ideal for other small aircraft, including experimental-class aircraft, many of which already employ a 24-volt system and thus would not require electrical system modifications,” noted Dan Coffey, development engineer at Corbi Air. “The [typically 20-degree (F)] cockpit temperature reduction will be particularly welcomed by instructors who teach all day in hot cockpits, and by private fliers who just want to arrive fresh,” said Corbi. Corbi Air is the distributor of the Alto LSA, and is also the supplier of the AMT air conditioning system. For more information visit www.corbiair.com; Email Ron@CorbiAir.com; Dennis@CorbiAir.com; Dan@CorbiAir.com or call 877-267-2424.

1946 STINSON 108

1960 182 SKYLANE

Franklin Engine 180 HP, 60 SMOH, Full Gyro Panel. Absolutely Beautiful Restoration!

299 TT, Light twin engine, last one built, personal Airplane of Dr. Wing.

1978 GREAT T LAKES 2T-1A 2 ACROBATIC

1982 WING DERRINGER D-1

484 TT, Beautiful, Complete Logs!

4880 TT, 920 SFOH, Recent Interior, Excellent Paint!

1978 BEECHCRAFT F33A BONANZA

1977 AMERICAN CHAMPION 7-GCBC

2002 TT, 0 time SMOH, Garmin 430 + HSI, IFR, Excellent condition, 1978 Int., NDH, Always Hangared, Excellent maintenance history. Gorgeous!

7601 TT, 263 SMOH, 263 SPOH, 180 HP Engine w/ Constant Speed Prop., KX 155 w/ GS, Vacuum Sys., New Windows.

1997 PIPER MALIBU MIRAGE

1980 PIPER DAKOTA

1837 TT, 75 SFRAM, Full Garmin Package, Air Data Computer, Gpss Steering.

1/3 Partnership: 3595 TT, 979 SNEW, 2001 Int; IFR, Collins Micro Line, HSI, Stormscope, GPS, Auto Control 111B, Xspdr, Hangared.

1968 MOONEY M20F

1976 PIPER ARCHER

Call! 1/3 Partnership, 4832 TT, 629 hrs SMOH and SPOH. This is a well appointed aircraft outfitted for the serious IFR pilot. 2008 paint and interior.

3796 TT, 10 SMOH, Garmin GNS 530 w/Nav/Com/GPS/Moving Map, King avionics, Auto Control IIIB A/P, 1991 paint. Nice!

1970 0 PIPER CHEROKEE E 140

1995 5 SOCATA TB-20 TRINIDAD

3567 TT, 1616.9 SMOH, King Avionics, Autopilot, 2002 paint!

2400 TT, 433 Since Restoration, Garmin 480 GPS/Comm/color moving map WAAS approved, Garmin 200 MFD, KX 165 Nav/Comms , KFC 150 A/P-FD, Air Conditioning.

Something New for the Flying Community Aviation Supplies, operating out of the City of Palo Alto, Calif., Airport is owned and operated by Bob Walls who has thought of a system whereby he, along with his customers, and aviators throughout this great nation can be of help in feeding malnourished people. Bob has invested in having made what he calls the “Aviator’s Pilot Tote.” It’s made of an extremely versatile vegetable fiber known for its strength and durability. Jute fiber is 100 percent bio-degradable, reusable, renewable, safe to dispose in landfill, recyclable and thus environmentally friendly. On the other hand, the plastic totes that are given to us by the food industry are made of petroleum-based material and do not decompose. We find them flying around on our freeways, clinging to fences along America’s roadways and floating in our beautiful rivers and oceans. Jute is the answer in helping to clean our home – planet Earth! The Aviator’s Pilot Tote measures 17-inches wide by 18-inches high, has twin handles and is printed on both sides (in green) with the words “Aviator’s Pilot Tote.” It can handle a 28-pound load. Fly in or drive in to Aviation Supplies, or visit www.bobsaviationsupplies.com to purchase an Aviator’s Pilot Tote for $4.95 and Aviation Supplies will donate $2.25 of the purchase toward feeding malnourished people.

WingX Pro7 Version 6.1 Adds Support For iPhone, Zaon Traffic, and AvConnect Hilton Software LLC has announced WingX Pro7 support for iPhone including its 3D Synthetic Vision and optional AHRS integration. Enhancements to WingX Pro7 Synthetic Vision include new pinch-to-zoom and swipe-topitch capabilities that provide a pilot with lookaround ability and a new Birds Eye View mode Continued on Page 24

ALSO AVAILABLE

1960 Beechcraft 33 Debonair, 5589 TT, 150 Hrs. on Factory Reman Engine and Prop. 1967 Mooney M20C, 5642 TT, 136 SMOH, Sharp inside and out! 2008 Test TST 13 Junior, S-LSA (no FAA medical required) single seat, mid wing, T-tailed aircraft. New!

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1969 Beechcraft 36 Bonanza, Call for Details,1/7 Fractional Ownership: 8444 TT; 2008 Paint; 2008 Int. All specifications and representations are believed to be accurate to the best knowledge of the seller. However, it is the buyer’s responsibility to verify all information prior to purchase.

T. J. Neff Phone: 415-898-5151

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Celebrating Twenty-Eight Years of In Flight USA

February 2012

KNIGHT NAMED SUN ‘N FUN BOARD CHAIR SUCCEEDING EICKHOFF The Sun ‘n Fun Board of Directors elected Bob Knight, President of Knight Industrial Equipment, Inc. of Lakeland, Fla., as its chairman at their January board meeting. Bob assumes the chairmanship, vacated by the retirement of Bill Eickhoff, who served for the past 28 years as steward of the Sun ‘n Fun organization and its development as a highly respected not-for-profit enterprise within both the greater Lakeland area and the national and international general aviation community. Bob Knight assumes the Sun ‘n Fun

chairmanship after serving on the board for the past 10 years and most recently as its vice-chairman. He has been a highly engaged member of the board serving, among many duties, as the chairman of the board’s Master Site Planning Committee. The committee has overseen significant development in Sun ‘n Fun’s educational mission culminating last year in the dedication of the Central Florida Aerospace Academy (high school) on its year-round campus and the current construction of the Piedmont Continued on Page 46

Aviation Ancestry Continued from Page 17 It was probably not the most efficient means to supply the base, because headwinds over the Hump could result in the use of 12-gallons of fuel in order to deliver one gallon! It was on one of these supply flights (the first one, actually), that the B-29 was first tested in combat. One of the Superfortresses was attacked by some Japanese Ki-43 “Oscar” fighters. Although the B29 was hit, one of the Oscars was shot down by the B-29’s tail gunner. Three of the four remotely fired gun turrets had jammed. Well, the first B-29 bombing mis-

sion was launched on June 5, 1944. Flying from the Indian base, 100 Superfortresses attempted to bomb rail yards in Bangkok, Thailand. Only 80 aircraft actually made it to the target. The rest either crashed on the way to the target or turned back with mechanical problems. What was worse was that a total of 18 bombs actually hit the target. The B29 crews had yet to master the art of bombing through overcast. Although the first B-29 mission was not a resounding success, B-29 bombing operations were about to be ramped-up dramatically. Soon B-29s would be carrying the war to Japan, itself.

Goodies and Gadgets Continued from Page 23 that enables pilots to get an expansive 3D terrain view. WingX Pro7 Version 6.1 also adds support for Zaon Traffic integration, the ability to view flights in Google Earth and logbook support with AvConnect. Version 6.1 seamlessly integrates Seattle Avionics’s award-winning auto-router for fast and powerful route planning. Dr. Goldstein, Hilton Software LLC’s CEO says, “The aviation industry was amazed when we introduced our advanced 3D Synthetic Vision at EAA Airventure on iPad. As an illustration of its incredible performance and flexibility, our 3D Synthetic Vision is now available on iPhone and is even more powerful now with the new pinchto-zoom, swipe-to-pitch, and Birds Eye View enhancements. Now you really don’t need a $3,000 dedicated hardware device for 3D Synthetic Vision, just your cell phone. With the optional AHRS unit from Levil Technology, a pilot’s iPhone is transformed into a real-time Attitude Indicator with 3D Synthetic Vision – a perfect fit for the light sport market. Our advanced multi-platform design enables pilots to view in-flight weather simultaneously on their iPhone and iPad using an ADS-B receiver. WingX Pro7 can now plan your flights on the iPad using Seattle Avionics auto-routing engine. After landing, you can review the entire flight in Google Earth and wirelessly add the flight information to your online AvConnect logbook. Another 20 new features were added to Version 6.1, all are included in the WingX Pro7 30-day free trial. Our increasingly powerful framework and compression algorithms enable WingX Pro7 to move enormous amounts of data. At this point we’re only limited by our imagination.” WingX Pro7 Version 6.1 is a free update for registered users and is available now for download from the App Store and iTunes. Synthetic Vision requires a separate $99 annual subscription. Visit www.hiltonsoftware.com for a complete feature list by platform. For additional information about Hilton Software LLC or its products, call 408268-8418 or email support@hiltonsoftware.com.

www.inflightusa.com

February 2012

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AIRCRAFT FOR SALE 1975 Bellenca Super Viking 17-30A

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1972 Baron

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1976 V-35B

1980 Cessna 172RG

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1979 Cessna 172 - SOLD

1977 Cessna 172N - SOLD

1975 Cessna 172 - SOLD

GARMIN GTN-750 Packed full of powerful avionics, the GTN 750 is a fully integrated GPS/NAV/COMM solution. The 6-in.-tall system’s intuitive touchscreen controls and large display give you unprecedented access to high-resolution terrain mapping, graphical flight planning, geo-referenced charting, traffic display, satellite weather and much more.

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1972 BARON, 480 TT, 309 SMOH, 633 SPOH, KNS80, KMA20, KX155, KY196, G327, CIII AP, Strike Finder.

1975 BELLANCA SUPER VIKING 17-30A, 2300TT, 650 SMOH, dual Garmin 430, IFR, Call Dusty for more information.

1976 V35B, 1180 SFREMAN, 454 STOH/SPOH, G600 Primary FD, GEM, GNS 530W & GNS430W WAAS GPS/NAV/COM, 55X AP, 3blades, MUCH MORE. Call for details.

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Celebrating Twenty-Eight Years of In Flight USA

February 2012

Steve Weaver Aircraft Sales

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

Phone: 843.475.6868 Fax: 803.753.9761

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

1961 BONANZA 35N

1962 BEECH D50E TWIN BONANZA

1961 BARON 55

N995SD. 4481 TT, 920 SMOH, fresh annual and gear overhaul, many mods, GAMI, speed slope, good paint. Hangared.

N536D. 7408 TT, 731/631 SMOH, 106/106 SPOH, Century III, HSI, Stormscope, Hangared, September annual.

N1351Z. 3150 TT, 520-1364 SMOH, G230WAAS, weather, C2000 AP, HSI, hangared, all logs, NDH.

$49,500

Actual Photo

1973 AA-5 N5453L. 3506 TT, 1613 SMOH, IFR equipped, good paint and interior. All logs, no damage.

$26,900

Actual Photo

$64,500

Actual Photo

$49,500

Actual Photo

1974 GRUMMAN AA-1B

1975 PIPER CHEROKEE 140 CRUISER

N9858L. Beautiful restoration in 2009 By HAS. 3923 TT, 1250 SMOH. New paint, interior and glass. September annual. Hangared.

N1462X. 4050 TT, 375 SMOH, complete logs with no damage, August annual, good cosmetics.

$29,500

Actual Photo

$27,900

Actual Photo

D! HE AS L S ICE PR

1972 CESSNA 310Q

$99,500

Actual Photo

1978 TURBO LANCE

1983 GLASSAIR

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

N58GM. 960 TT, 0 SMOH, 0 SPOH, fresh annual.

Actual Photo

$39,500

D! HE AS L S ICE PR

1978 BEECH 23

1957 CHAMPION 7-FC/EC N7591B. 2715 TT, 415 SMOH, 0-200. Beautiful restoration, intercom, com, GPS. November annual.

$19,900

Actual Photo

$77,500

“Are you looking to move up in aircraft ownership? Your perfect aircraft may be privately owned and cannot be traded for. Let me turn your present aircraft into cash and more than double the number of airplanes available to you.” Steve Weaver

N211HZ. 5365 TT, 2110 SMOH, STec 50 with altitude, GPS, JPI, good p&I, no damage, all logs. Actual Photo

N94FC. 3990 TT, 1353 SMOH, CHX80, MFS, traffic, air, hangared, all logs, NDH. Nice.

$32,500

FOR DETAILED SPECS AND ADDITIONAL PICTURES OF THESE AIRCRAFT, GO TO

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STEVEWEAVER.COM

February 2012

www.inflightusa.com

TOP AIR SHOW PERFORMERS CONFIRM APPEARANCES AT AIRVENTURE 2012 Many of the world’s top airshow performers have already confirmed their appearances at EAAAirVenture Oshkosh 2012, as the 60th annual convention and fly-in takes place July 23-29 at Wittman Regional Airport. Acts such as Chuck Aaron’s Red Bull aerobatic helicopter, the AeroShell Aerobatic Team, Matt Younkin and his Twin Beech, Bob Carlton and the Jet Sailplane, and Warbird Spectaculars (including expanded shows on Friday and Saturday featuring pyrotechnics) will provide daily thrills for AirVenture attendees. Also scheduled are Sean Tucker and his Pitts, Gene Soucy and his Showcat, and Mike Goulian and his Extra. Greg Koontz and the Alabama Boys will help celebrate the 75th anniversary of the Piper Cub, as will the return of Kyle Franklin flying in his PA-18 Super Cub comedy routine. “Each of these performers work as a headline act at airshows throughout the country, but they come together at Oshkosh to form an all-star roster of the ‘best of the best,’” said Rod Hightower, EAA president/CEO. “Each afternoon’s

Air Show Performers Confirmed for EAA AirVenture 2012 (as of 1/5/2012 - more will be added and the list is subject to change without notice)

Kyle Franklin performing his routine.

(Photo by Larry Raulston/Franklin Airshows)

showcase and airshow create a daily attraction that simply cannot be seen anywhere else but EAA AirVenture, which has the most knowledgeable and appreciative audiences on the air show circuit.” Capping off the week will be the wildly popular Night Air Show and Fireworks on Saturday, July 28, providing attendees with a mix of aerobatics and pyrotechnics all musically choreographed. Exact daily performance schedules

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February 2012

ll of us have been to a doctor’s office at least once or twice in our lives. The reason doesn’t matter, but what I find interesting is that regardless of what our docs recommend to us, or the changes they suggest, in the end we do whatever we want and convince ourselves that we might be smarter than them. Over the years that I’ve been working with first-time buyers and student pilots, I have felt like many of the doctor’s words have gone unheeded. If I tell my six-foot-plus tall prospective buyers that a Cardinal Cessna 177, might not be a good choice, most would ignore me until the bruises on their forehead become infected. There is, of course, one exception to this advice; if the big door is needed to accommodate a wheelchair or special need access, then the bumps on the head are a small price to pay. (If you are not getting this . . . the Cardinal has a very low leading-edge wing.) The same rule applies to a leggy man or woman who thinks a small Piper is a good idea until they have bruised knees and a torn “ whatever” from sliding over the passenger seat and getting caught on a seatbelt. While I do my best to give prospective buyers the “ real” truth, the truth I’ve learned over the past way-toomany years, they always do what they want anyway because, after all, they are smarter than me. Let me try this another way; if I wear a size eight shoe and you wear a size 11, you might consider borrowing my shoes to get across some broken glass and hot coals. But, you might not want them to run in a marathon. Doing something once in a while is one thing, living with it all the time is another. There is that remote possibility that I might be right. One more thing on this subject; always know the truth about whomever is advising you on your choices of your next airplane. I always like “ next” airplane versus first airplane, don’t know why, I just do. If your adviser(s) – such as a relative (usually a parent), neighbor, and the occasional “ know-it-all” CFI – is your chief counsel, then beware of one particular thing: most CFIs have never written the “ big” check or made that commitment. The reasons don’t matter, but they are usually thinking about their comfort level while they are teaching you how to

Larry Shapiro live in our friendly skies. Many of the others may suffer from a severe case of envy or jealously because they always wanted their own plane and for many reasons it never happened for them. A father might be envious of his child that can now afford his or her own airplane. Unconsciously a relative or friend might find many reasons for you not to fly and own your own equipment.

Headlines Airlines, Scientists Turn to Jatropha for Biofuel: Boy . . . WOW! I’m glad I didn’t think of this, it only cost 2.5 times more than the regular stuff. NextGen Means Pilots Will Say Goodbye to VORS: Okay, Okay, no emotional outbursts, you knew this was going to happen. President Signs Bill to Speed Screening for Troops: Ours or theirs? Lawmaker Expresses Dismay Over Hawker Beechcraft Elimination: Well tell me how you would feel if a Hawker eliminated on you? New York Teen Completes Solo Flight in Helicopter: I have one thing to say about this . . . WOW and Bravo! Keeping the Tax-Man at Bay: I didn’t know you could keep these guys anywhere, I guess the ocean was out!

Attention Flight Schools and Other Responsible Pilots Now here’s a thought, and if it isn’t already noted in your school rules maybe it should be. I might mention that boaters are very aware of this issue and so should we. Before cranking up your airborne machine, pull it off the tie-down and line it up on the taxiway . . . then, (drum role please) you won’t be blowing the doors off the airplane behind you; shake, rattle or role the other aircraft around you; and the lady holding down her skirt won’t have to do that either. Don’t worry about that little dog with her, she’s still holding on to the leash. Boater’s call this their wake . . . no, not that kind of wake. Continued on Page 44

February 2012

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Flying With Faber OUR ANNUAL TRIP

TO THE

SAN FRANCISCO BAY AREA

t certainly does not seem like a year has passed since I sat down to write my last annual Bay Area article. We’ve been taking this annual pilgrimage to San Francisco and the surrounding area for more than 20 years. With each excursion, we discover new treasures. We always end up in San Francisco, but along the way, we generally stop to have a look at some other cities that might be of interest to our readers. Palo Alto is one of those destinations. We landed at San Marcos airport and worked our way along Highway 101 to this charming urban oasis. Located on what is referred to as the Peninsula, Palo Alto is one of many cities along the route. The Peninsula, which extends south from San Francisco for about 60 miles, consists of Palo Alto, Mountain View, Menlo Park, Redwood City, San Carlos, San Mateo and Burlingame. Palo Alto is reminiscent of early 20th century towns which centered around a distinct, bustling downtown with one-of-a-kind shops, cozy restaurants and sidewalks teeming with pedestrians. At night, the downtown street lamps along University Avenue cast their lights on the theater-goers and the college students heading to wine bars, sports bars, coffee houses and restaurants. Heralded as the oldest city on the Peninsula, Palo Alto is also considered one of the wealthiest cities in California. Folks make their fortunes in the computer and software business, and then migrate to this gentrified small town. Headquarters for Facebook, HewlettPackard and other hi-tech companies, the city is also home to college students, scholars, titans of the electronic industry and young professionals. Plus, it is a stone’s throw from Stanford University. Garden Court Hotel, 520 Cowper Street, Palo Alto, CA., 650/322-9000 www.gardencourt.com We discovered this gem of a hotel nestled in the heart of downtown Palo Alto. This tastefully designed boutique hotel has a genuine European feel with Mediterranean architectural features including open-air tiled floors, courtyards, private patios, outdoor fountains and French doors. The Garden Court Hotel features 62 gorgeous guestrooms recently redesigned by Spanish designer Pablo Paniagua. A

Sitting around the fireplace at the Garden Court Hotel. (Garden Court Hotel)

A magnificent room at the Garden Court Hotel. (Garden Court Hotel) $9 million renovation was completed in 2010 that included custom furnishings and open, spacious floor plans. Guestrooms vary in amenities but many feature a separate aerated spa-tub, fireplace, breakfast nooks and private balconies. The premiere penthouse suite offers guests deluxe king accommodations, bathroom with separate aerated spa-tub, luxurious marble rain shower, an airy living room with private bar, fireplace, fresh flowers and two private landscaped patio gardens with fountain. Guestroom treats include fine luxury Italian linens, HDTV, movies, iHome docking station, complimentary wireless internet and a fresh bedside gardenia. The rooms are distinctly residential – rich in colors and fabrics rarely found in hotels. Executive staff members are authorized to prowl local antique stores and purchase special items for the guestrooms. We really felt at home at the Garden Court – as if we were special guests in a private mansion. The Garden Court Hotel, with its 7,000 square feet of indoor and outdoor venue space, is the perfect setting for a corporate meeting. The hotel also provides beautiful wedding backdrops and offers an on-property staff to coordinate and facilitate wedding plans. I highly recommend a stop-over in Palo Alto and bunking down at the

Garden Court Hotel. You can park your car, enjoy the serenity of the small hotel and stroll around a genuine downtown to your heart’s content. A fellow pilot who knew I was planning a visit to Palo Alto, suggested that I head out of town about five miles and visit Buck’s restaurant in Woodside. I took him up on the suggestion and enjoyed one of the best renditions of chicken fried steak I have ever had. This whimsically decorated coffee shop on steroids is full of goofy accessories, such as replicas of old cars, cowboy hats fashioned into lamps and thousands of blackand-white photos, many of airplanes. It is also a great place for breakfast. Other notable dishes include California crab cakes, mushroom burgers and a veggie pasta plate. Buck’s is located at 3062 Woodside Road, Woodside, 650/8518010, buckswoodside.com. After a few days in Palo Alto, we worked our way up to San Francisco. A re-visit to this city is like reuniting with an old friend. We arrived in town and headed up Nob Hill to the Huntington Hotel. Huntington Hotel & Nob Hill Spa, 1075 California Street, San Francisco CA 94108, 415/474-5400, reservations@ huntingtonhotel.com. The Huntington is always part of my “top-ten” answers to the question: “What are your favorite hotels in the world?” Opened in 1924, the Huntington Hotel was originally operated as a residential apartment complex. The 12-story structure was the first steel and brick high-rise west of the Mississippi, and in 1947 the Huntington Apartments were transformed into the elegant Huntington Hotel. Its reputation for understated luxury has made it home to visiting heads of state, dignitaries, nobility, celebrities (such as aviation journalists), and discriminating business travelers throughout the world. Perched atop San Francisco’s beautiful Nob Hill, the Huntington Hotel overlooks charming Huntington Park, stately Grace Cathedral and the city skyline as San Francisco’s iconic cable cars glide past the front of the hotel. From the instant we pulled up to the entrance, to the moment we left, we were pampered in the tradition of the finest European hotels. A welcome pot of coffee or tea is served upon arrival.

Stuart J. Faber and Aunt Bea

A deluxe room at the Huntington Nob Hill. (Huntington Nob Hill) Complimentary chauffeured limo service to Union Square and the Financial District is offered weekdays. The majority of the 96 guest rooms and 40 suites are individually decorated in both traditional and contemporary styles, with décor and furnishings in the hotel’s most recently renovated rooms reflecting the color palette of San Francisco sunsets and the Nob Hill Spa. All rooms and suites have views of either the city skyline, Huntington Park or Grace Cathedral. The hotel offers an array of small and midsize meeting and function rooms for groups of up to 70 attendees. For executive boardrooms to private dining rooms in Big 4, The Huntington is a prestigious place to hold a meeting. What impressed me most about the Huntington was the level of service. Staff members conduct themselves with the warmth, dignity and efficiency of their European counterparts. Big 4 Restaurant, Huntington Hotel, 1075 California Street, San Francisco, CA, 415/771-1140 This uniquely historic San Francisco restaurant is named after the nation’s foremost railroad tycoons of the 19th century – C.P. Huntington, Charles Crocker, Leland Stanford, and Mark Hopkins. Appointed with lead-glass mirrors and forest-green banquettes, the Big 4 Restaurant instantly transports guests to another era of San Francisco dining and décor, with an impressive collection of Continued on Page 31

Celebrating Twenty-Eight Years of In Flight USA

February 2012

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Flying With Faber

The Big 4 Restaurant in Huntington Hotel is better than ever. (Huntington Nob Hill) Continued from Page 29 original artifacts, historical photographs, and memorabilia from California’s unique history. The Big 4 Restaurant presents an unparalleled culinary experience – with innovative American cuisine, live piano music nightly, and rich San Francisco history. Guests enjoy the heady club-like ambience while savoring perennial favorites from renowned Executive Chef Gloria Ciccarone-Nehls. Not only has Gloria won a host of awards, she is destined to win many more. The walls are paneled in rich, dark mahogany. The restaurant is formal and elegant, yet very relaxed and unpretentious. Folks seemed comfortable whether dressed in their most fancy attire

or wearing jeans and a sport shirt. I lead the casual crowd. Throughout the meal, our professorial and gregarious waiter entertained us with historic pictures and anecdotes of old San Francisco. He was a great delight. He made the evening a unique and memorable experience. I launched with a plate of pan seared day boat scallops – golden on the outside and succulent within. They were served with cornmeal blini, shaved fennel and watercress salad, a lemon mousseline and a white truffle vinaigrette. Another astounding starter was a slow braised chipotle short rib with a buttermilk onion ring and crunchy mango slaw. After consuming that treat, my stomach begged me to quit, but we pressed on. I love osso bucco, but I have never had the pork variety. I was presented with what appeared to be the entire lower leg bone of an animal that must have been a basketball star. The leg extended from the plate and almost reached the ceiling. Surrounding the critter were heirloom white beans, pancetta lardons, plum tomatoes and crispy fingerling potatoes. We rarely pass up a selection of rack of lamb. The Big 4 version is a plump, tender column of chops served with apricot-pistachio red quinoa – a combination that delivers great flavor. The meat was topped with a rich and delicate cracked pepper-zinfandel sauce.

Hotel Vitale, 8 Mission Street, San Francisco, California 94105, 415/2783799, www.hotelvitale.com

temporary hotel with the comforts of a timeless residence. With San Francisco Bay at its doorstep, the hotel is a centerpiece of the Embarcadero renaissance. The 200 spacious guestrooms and suites offer expansive water views with spastyled bathrooms and soothing contemporary interiors. We were ushered to a Bay view room with an almost 180degree window from which we could seemingly touch the Bay Bridge and could see almost to Oakland in one direction and the streets of San Francisco from the other. Luxury amenities include 24-hour room service, twice daily housekeeping, valet parking and complimentary car service to downtown. Each guestroom offers complimentary Wi-Fi and highContinued on Page 32

Suite Terrace at Hotel Vitale has the best view in town. (Hotel Vitale) We wanted to sample several hotel styles during our stay. The Huntington is a traditional hotel of classic design. “Let’s move over to a modern hotel,” we decided. The Hotel Vitale was a perfect choice. Situated just steps from The Embarcadero and only a ten-minute walk to Union Square, this hotel was built spanking new from the ground up in 2005. It offers the excitement of a con-

Suite living at Hotel Vitale. (Hotel Vitale)

Celebrating Twenty-Eight Years of In Flight USA

February 2012

Flying With Faber Continued from Page 31 speed internet access, LCD televisions, luxurious bedding and bathrobes. The circular suites offer the Bay views with your choice of gazing from a full work desk, a comfy bed or a deep soaking tub. The only problem with these accommodations was that I didnâ&#x20AC;&#x2122;t want to leave this beautiful suite. A penthouse day-spa inspires with two outdoor, rooftop soaking tubs in the midst of a bamboo forest with urban views. A business center and boardroom as well as 1,700 square feet of indoor conference space, expansive rooftop event

spaces and an outdoor patio at Americano Restaurant & Bar create a perfect retreat for groups and individuals. Hotel Vitale also features innovative â&#x20AC;&#x153;Green Meetingsâ&#x20AC;? packages, which incorporate eco-friendly practices throughout every aspect of meetings and events. Americano Restaurant, 8 Mission Street (Hotel Vitale) San Francisco CA, 415/278-3700 I am a huge fan of hotel restaurants. The success of these restaurants results from the ability of the hotel management to hire the best chefs and spend scads of money on the finest ingredients. The smart operators have kept their prices in

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foie gras crostini. The wine list features California wines plus rare finds from Italy and an extensive by-the-glass selection. The unique cocktail list incorporates aperitifs from Italy and around the world. Chez Papa Resto, 4 Mint Plaza, San Francisco, CA, 415/546-4134. Dinner at the Americano Restaurant was an outstanding dining experience. (Hotel Vitale) line with free-standing restaurants. Americano is an example of a great restaurant in a fabulous hotel. Chef Kory Stewart has handcrafted a selection of soulful Italian dishes with deep flavors and a robust sensibility. Only the best of the local, in-season products are used in the preparation of this cuisine. Of course, room design is part of the experience. As soon as you cross the threshold, your mood and appetite will elevate. A sophisticated palette, antique pine forms and leather accents evoke a rustic warmth. Colum McCartan of San Francisco-based interior design firm McCartan has made extensive use of natural materials to create a comfortably elegant setting with a modern sensibility. Touches of bold, vibrant colors, a striking chandelier, and plush seating create a lively and alluring atmosphere, all strikingly set off by panoramic views of the San Francisco Bay and the Bay Bridge. The long, narrow dining room is flanked on one side by an elegant bar with comfortable barstools for single diners and ample seating and standing space. The outdoor patio with aromatherapy gardens is open for lunch and nightly cocktails. Now for the cuisine. We started with a crispy bruschetta topped with grilled Pacific prawns in a rich romesco sauce, then moved on to a mixture of justpicked baby lettuces with an exquisite vinaigrette and sprinkled with sourdough croutons. I can never pass up a pizza, so we sampled a splendid Pizza di stagione with bacon, potato, caramelized onion and rosemary cream sauce. I also tried (and was glad I did) an order of ovenroasted pork meatballs. For entrees, we selected the grilled ahi tuna. The fragrance of the cuminscented lentils was unbelievable. It was served with my favorite, roasted beets. A Pacific black cod was cooked to perfection and served with Manila clams, Brussels sprouts and roasted baby carrots. I also heartily recommend the Liberty duck breast with black rice, chanterelles, huckleberry agrodolce and

Chez Papa Resto, gets better every time. (Chez Papa Resto) Chef Steven Rojas, who heads up the kitchen at Chez Papa Resto in downtown San Francisco, has introduced a new dimension of dining to the Bay City. For us, Chez Papa is a mandatory stop. The new menu at Chez Papa Resto includes signature appetizers such as Hudson Valley foie gras mousse, with lillet gelĂŠe, hazelnuts, long pepper and yuzu puree; charred octopus with sofregit broth, Meyer lemon and La Ratte potato foam; and sweet potato agnolotti with a soft egg yolk and oxtail broth. Among the superb entrĂŠes are braised beef cheeks with brown butter, beet purĂŠe, pickled Romanesco and compressed potato fondant; sautĂŠed steelhead trout with celery root purĂŠe, crispy pig tail, Sierra Beauty apples and ginger; and roasted monkfish with braised covolo nero, citrus gremolata and artichoke barigoule, For dessert, diners can enjoy molten almond cake with local honey ice cream or a chocolate tart with chocolate sorbet. The restaurant now makes its own ice cream and sorbets. The wine list includes 100 selections, 23 of which are available by the glass, with a focus on the Rhone Valley, food-friendly wines. The interior design of Chez Papa Resto embraces a chic black color scheme, a high ceiling, spot lighting and faux candle Murano glass chandeliers, gauzy window curtains, an oversized orange fabric banquette anchoring one end of the room, rosewood burl table tops, a dramatic bar and a Chefâ&#x20AC;&#x2122;s Table made of antique glass. There is outdoor seating for 88 on Mint Plaza that adds to the stylish charm of the restaurant Alexanderâ&#x20AC;&#x2122;s Steakhouse, 448 Brannan Street, San Francisco, CA., 415/495-1111 Chef Jeffrey Stout has created an array of steaks that, almost on the day of Continued on Page 34

February 2012

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Celebrating Twenty-Eight Years of In Flight USA

February 2012

Flying With Faber Continued from Page 32 the restaurant’s grand opening, took their place on my top list of steak presentations. We sampled the dry-aged ribeye and T-bone steaks. Very few restaurants dry age their beef these days. The process makes a huge difference. These prime cuts were remarkable. Opened in 2005, Alexander’s quickly became, and remains to this day, one of the premier SoMa (South of Market St.) dining spots. This smartly designed steakhouse has become the centerpiece

of the trendy newly developed Brannan Street. Among the offerings to be found on the menu are such starters as Hokkaido scallops with celery puree, apple, onion and kaiware salad and a coconut vinaigrette; tuna carpaccio and iced negitoro with soja gelee, lotus, pea shoots and aka kosho; and a Caesar salad with a 65degree jidori egg. Among the entrees are a Niman Ranch prime T-bone steak with grilled lemon and a trio of salt; strip steak

with kimichi butter and shishito pepper pistou; and wood roasted halibut with potato confit, carrots and Mendocino uni butter. For dessert, diners can enjoy The Big O, a Valrhona chocolate sphere with smoked salt and strawberry coulis and plum panna cotta with black raspberry sorbet and mint pearls. The bar serves a robust section of contemporary, classic and original cocktails. The international wine list includes 24 selections available by the glass.

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Highlights of the upscale, contemporary design of Alexander’s Steakhouse include a three-tiered dining space, exposed brick walls, dramatic public display wine racks, high ceilings with skylights, wood and terrazzo flooring plus carpeting, banquette seating, custom Japanese shoji screens, colorful floral arrangements, and an exhibition kitchen. I stood at the kitchen and watched, mesmerized, for almost an hour.

Airports Oakland International (KOAK) is my airport of choice in the Bay Area. The distance from the city center is about the same as from KSFO. The Oakland field, at nine feet above sea level, is more general aviation friendly. Runways include 29-11, 15-33, 27L/9R and 27R/9L. The latter is the GA runway with an ILS approach. The FBOs are just off the highspeed turnoff. KaiserAir (formerly Executive Air), 800/538-2625 is my usual stop. They recently initiated a new service, which they call KaiserCare that has complete maintenance service. Business Jet Center, 866/383-5669 is the other FBO. Kaiser can arrange for a rental car, which can be left at the FBO upon your departure. San Carlos Airport (KSQL) is about 10 miles north of Palo Alto. It is one of the few remaining historic airports in the Bay Area. No fears about density altitude – it ascends about five feet above sea level. The solitary landing strip, Runway 12/30 is only 2,500 feet in length, so it may not be an option for certain aircraft. But there is a Burger King and a Sky Kitchen on the field, so if you have a hankering for that style of cuisine, it’s worth a visit. The airport sits along US 101, so you can park your airplane, hop on the freeway and be in Palo Alto in a matter of minutes. Only problem is that you can’t rent a car at the airport. Nevertheless, I love this field for its friendliness and history. Plus, the Hiller Aviation Museum is located on the field. Palo Alto Airport of Santa Clara County (KPAO) is another small field. That airport is a little higher above sea level (7 feet) and has a runway (13/31) that is just 2,443 feet long. Rossi Aviation (650/493-1673) offers Chevron fuel but no rental cars. After a glorious week, we reluctantly headed to the airport, cranked up the aircraft and headed back to Los Angeles. In a way, I hope that 2012 does not pass by too fast. But in another way, I hope it does!

February 2012

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WAG-AERO CO-FOUNDER PASSES AWAY By EAA.org

ag-Aero co-founder Richard “Dick” Wagner passed away at his Lyons, Wis., home on New Year’s Day. He was 74. An active member of EAA from the 1960s into the 1990s, he was one of the founding members of EAA’s Antique/Classic Division, serving as its first secretary. “Dick approached everything in life with zest and determination,” said Tom Poberezny, EAA chairman emeritus. “He’d do what he said and get it done.” Later, he was instrumental in helping EAA restore Ford Tri-Motor NC8407, and worked as a volunteer with EAA Founder Paul Poberezny as EAA’s Pioneer Airport was established behind the museum and EAA Headquarters. With his wife Bobbie, Wagner cofounded their aviation supply business, Wag-Aero, which became widely known for its broad component inventory, and its kit aircraft, including the Wag Aero Sport Trainer and Sportsman 2+2. They also sold plans for a number of homebuilt aircraft. So they could spend more time on their philanthropic projects through the Wagner Foundation, they sold the company in 1995. The Wagners’ programs have reached around the globe, providing humanitarian support, and working toward the preservation of historic buildings and artifacts. VAA Director Emeritus Buck Hilbert was Dick’s flight instructor back in the 1940s, and they remained friends for more than 60 years. He sent along this remembrance of his longtime friend: The aviation people have lost a legend. The founder of Wag Aero has flown west. All knew him as the founder of Wag Aero, but few of today's members know of Dick Wagner’s input and his effect on the beginnings of the Antique and Classic Division, now known as the Vintage Aircraft Association. Richard H. “Dick” Wagner was my – our - secretary when I became the president of the newly hatched idea for an Antique and Classic Division. The three of us - myself, Dick as secretary, and

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Jack Cox as our newsletter editor - were the beginning. Being the antiquer that he was, Dick went all out. At that time he was a North Central Airlines DC-3 captain, a Cub and Waco UPF owner, and president of Wag Aero company, which he founded with his wife, Bobbie. It seemed he couldn't do enough to help form the new EAA division. He and Jack Cox designed the new logo, then Dick designed a new member package that included the new logo decals he and Jack Cox had designed. Dick donated his services and his efforts in many ways then and over the years that he was active. He was a whirlwind of promotional ideas and the eternal dispenser of the “airplane disease” that affected everyone around him. The growing business of Wag Aero got in the way, and understandably it, and the philanthropic foundation he and Bobbie founded, became his priority after more than 10 years of intense dedication to the division and EAA. He was still involved, spearheading the restoration of the Ford Tri-Motor, bringing new talent into the picture, and providing advice and, often, monetary assistance. Our paths never separated. From his early days as a student when I was his instructor, until more recent days when he helped my sons with their Luscombe restorations, we remained friends over many years. He would call and comment on my column in the magazine and, at times, offer new ideas. We have sent him off to the big hangar in the sky with regrets, but with many fond memories. Buck Hilbert

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WAI ANNOUNCES PIONEER HALL OF FAME INDUCTEES FOR 2012

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Air Racers, a WASP, the first woman aeronautical engineer and one of the first women airplane mechanics for the United States Navy will all soon be inducted into Women in Aviation, International’s Pioneer Hall of Fame. These women will be honored at WAI’s 23rd Annual International Conference, which will be held on March 8-10, 2012, at the Hilton Anatole in Dallas, Texas. The ceremony will take place at the closing banquet on Saturday, March 10. “The banquet is an evening where we honor women who opened doors for us,” says WAI President Dr. Peggy Chabrian. “Our members are inspired by the rich history these women bring. In many cases, they get to actually meet these living legends and speak to them and be photographed with them. It’s an experience our members don’t soon forget.” The Pioneer Hall of Fame Inductees for 2012 are: First Women’s National Air Derby Pilots: In 1929, 20 women pilots flew in the first women’s National Air Derby from Santa Monica, Calif., to Cleveland, Ohio. During this nine-day event, the women encountered sabotage, mechanical difficulties, navigational challenges and cultural stereotypes. Louise Thaden won the heavy-class plane division of the race and Phoebe Omlie won the light- class plane division of the race. One participant, Marvel Crosson, lost her life during the race. Shortly before her death, Marvel said that she would gladly give her life to prove that women could fly. The other 17 women include: Florence Lowe “Pancho” Barnes, Amelia Earhart, Ruth Elder, Claire Fahy, Edith Foltz, Mary Haizlip, Jessie “Chubbie” Miller, Opal Kunz, Ruth Nichols, Blanche Noyes, Gladys O’Donnell, Neva Paris, Margaret Perry, Thea Rasche, Bobbi Trout, Mary Von Mach, and Vera Dawn Walker. Bernice (“Bee”) Falk Haydu, WASP Class 44-7, was assigned to a U-78 training base where she flew as a utility pilot and an engineering test pilot. Bee is best known for her service to the WASP organization (Order of Fifinella) as its president from 1975 to 1978. During that time, she worked with Col. Bruce Arnold (Gen. Hap Arnold’s son) and Senator Barry Goldwater to bring about militarization of the WASP and to gain them veteran’s benefits. The WASP had the support of all the women serving in both the House and Senate at the time. Bee and several other

WASP testified at the various hearings, and their efforts were rewarded when President Jimmy Carter signed The G.I. Bill Improvement Act of 1977, granting the WASP full military status for their service. In 2003 Bee published her memoir-Letters Home 1944-45. Bee remains a much sought-after spokeswoman for the WASP, proudly wearing her WASP uniform on many occasions. Mary Magdalene (“Maggie”) Maga, one of the United States Navy’s first women aircraft mechanics, trained and served during World War II as an Aviation Machinist Mate. Besides doing maintenance on aircraft on the night shift, she also performed line-handling services such as driving trucks, parking and fueling aircraft, and lighting the black smudge pots used to light the runways at night. She received flight pay for flying on test flights following inspection and maintenance checks. Maggie competently paved the way for the women mechanics and line service crew members who followed her. She is proud to represent the other unnamed women who maintained and serviced Navy aircraft during WWII, and she remains busy encouraging the younger generations of women mechanics. Elizabeth (“Elsie”) MacGill is often cited as the first woman in the world to qualify as a professional aeronautical engineer and aircraft designer. In 1927 Elsie was the first woman in Canada to receive a degree in electrical engineering. At the University of Michigan in 1929 she became the first woman anywhere to earn a master’s degree in aeronautical engineering. The same year, she contracted polio, which left her paralyzed from the waist down. Early in World War II, Elsie was appointed Chief Aeronautical Engineer for the Canadian Car and Foundry Plant in Fort William, Ontario, where the Hawker Hurricanes were built for the Allied forces overseas. Elsie promoted mass production techniques for the aviation industry, modified the Hurricane for winter use, and established standards for test pilot reporting. She was also the first woman to serve as Chair of a United Nations aviation technical committee; in that capacity she led the drafting of the first airworthiness regulations for the new International Civil Aviation Organization (ICAO). Later in life she became an activist for women’s rights, and a mentor for women in aviation and engineering. She died in 1980.

H ELICOPTER U PDATE 2012

The Helicopter World Meets in Dallas, Texas Continued from Page 4 one-day pass to HELI-EXPO 2012 for each course attended. Upon completion of each course, participants will receive a certificate of completion suitable for framing.

Golf Tournament If you love to play golf, want to support the education of the next generation of pilots, mechanics and aviation technicians, and help preserve the history of the helicopter industry, here is the perfect opportunity to do it all while having a lot of fun. Sign up as a sponsor, donor or player for HFI’s Third Annual Scholarship Fundraising Golf Tournament, which takes place on opening day, Friday, Feb. 10. Check-in will open at 10 a.m. with a noon shotgun start. The tournament will be played in a scramble format, meaning each foursome will decide whose shot was best and everyone will play his or her shot from that spot. At the end of play there will be an awards dinner, and prizes for the winners will be awarded. The Tournament will be played at: Cowboys Golf Club, 1600 Fairway Drive, Grapevine, Texas. For complete information visit www.rotor.com.

Silent Auction Helicopter Foundation International (HFI) will be holding its Annual Fundraising Silent Auction at HELIEXPO 2012. The auction helps support the next

generation of pilots and maintenance technicians through the Foundation’s Scholarship Program, students who are interested in a career in rotorcraft and attend the Foundation’s Mentoring Panels, the preservation and promotion of helicopter history, and HFI’s expansion of its international outreach and programs. HFI is asking HAI members and industry professionals to help ensure a successful Auction by making monetary or item donations. If you would like more information about the auction, suggestions for items to donate, about HFI’s goals and programs, contact the Foundation’s Vice President/Curator Martin J. “Marty” Pociask at 703-683-4646 or via email at marty.pociask@rotor.com or auction @rotor.com.

Salute to Excellence Awards For more than 50 years, HAI has recognized the outstanding achievements and exceptional merits of individuals and organizations through the Salute to Excellence Awards program. The annual Salute to Excellence Awards dinner is the premier event of HELI-EXPO. By acknowledging exceptional individuals and organizations, the Salute to Excellence program encourages the highest standards of professionalism in the helicopter industry. The 2012 awards will be presented at the HELI-EXPO 2012 Salute to Excellence Awards dinner on Feb. 13. Awards will be given in each of the fol-

lowing areas: Rolls-Royce Excellence in Helicopter Maintenance Award: The RollsRoyce Excellence in Helicopter Maintenance Award recognizes an individual who has distinguished themselves by longstanding excellence in the performance of helicopter maintenance, or a single significant and distinct contribution to helicopter maintenance. Eligibility is limited to hands-on helicopter maintenance personnel. Sikorsky Humanitarian Service Award: The Sikorsky Humanitarian Service Award is presented to the person(s) who best demonstrates the value of helicopters to society by saving lives, protecting property, and aiding those in distress. The award may be for a particular mission, or for outstanding service for a period of time. AgustaWestland Safety Award: The AgustaWestland Safety Award acknowledges outstanding contributions in the promotion of safety and safety awareness throughout the international helicopter community. W. A. (Dub) Blessing Certified Flight Instructor of the Year Award: The W. A. (Dub) Blessing Certified Flight Instructor of the Year Award recognizes superlative contributions by a helicopter flight instructor in upholding high standards of excellence. Eurocopter Golden Hour Award: The Eurocopter Golden Hour Award recognizes the efforts of an individual, group, or organization that, through a particular activity or contributions over

time to the air medical industry, has advanced the use of helicopters in the vital mission of air medical transport. Excellence in Communications Award: The Excellence in Communications Award is given to the individual or organization achieving the most creative and distinct dissemination of information about the helicopter. Bell Helicopter Lifetime Achievement Award: The Bell Helicopter Lifetime Achievement Award salutes excellence in management and leadership. The award is granted to an individual who is recognized for long and significant service to the international helicopter community. Nominees need not be licensed pilots. MD Helicopters Law Enforcement Award: The MD Helicopters Law Enforcement Award recognizes an individual or organization that has contributed to the promotion and advancement of helicopters in support of law enforcement activities. Nominees are not limited to pilots or law enforcement personnel. Pilot of the Year Award: The Pilot of the Year Award is the oldest of HAI’s Salute to Excellence awards. The award recognizes an outstanding single feat performed by a helicopter pilot during the year, or extraordinary professionalism over a period of time. Nominees must be active helicopter pilots. For more information on HELIEXPO, a complete schedule of events, registration and details, visit HAI’s website at www.rotor.com or call 703-6834646 (Alexandria, VA).

SIKORSKY ANNOUNCES SUPPLIER TEAM FOR S-97 RAIDER HELICOPTER PROGRAM Sikorsky Aircraft Corp. has selected 35 companies to join its team assembling two prototype S-97 Raider helicopters for evaluation by the U.S. military. Selffunded by Sikorsky and its team members, the Raider program will demonstrate the military applications of Sikorsky’s break-through X2 rotorcraft design, which proved its capability in 2010 to double the cruise speed of conventional helicopters. Sikorsky announced its supplier team during the Association of the United States Army’s ILW Aviation Symposium and Exposition, National Harbor, Md. “As designer and integrator of a next-generation light tactical helicopter capable of outperforming conventional helicopters in almost every performance

parameter, it was imperative we chose our suppliers for the maturity of their advanced aerospace products and technologies,” said Doug Shidler, Sikorsky’s Raider program manager. “Product maturity will enable Sikorsky to demonstrate the Raider helicopter’s flight and aerodynamic performance in a simulated military environment starting in 2014, and ultimately bring X2-designed helicopters to future customers quickly and at a very affordable price.” The majority of the Raider team members are U.S.-based companies from 20 states. Structures: Aurora (Va., Miss.); Cytec (Calif., N.Y.); East/West Industries (N.Y.); Fischer (Germany); Hexcel (Conn., Utah); PPG (Calif.); Triumph Group (Wash.).

Avionics: Avionics Instruments (N.J.); BAE Systems (N.Y.); Eaton (Miss.); Esterline Control Systems (Calif., Ill., Wash.); Garmin (Kan.); Goodrich (Fla., Minn.); Hamilton Sundstrand (Conn.); Honeywell (Ariz.); Lockheed Martin (N.Y.); Northrop Grumman (Calif.). Propulsion: Ametek (N.Y.); Ducommun (N.Y.); Eaton (Mich.); General Electric (Mass.); Honeywell (Ariz.); Liquid Measurement Systems (Vt.); Meggitt-USA (Ga., Calif.); Spectrum (Conn.); TIGHITCO (Conn.). Rotors and transmission: Emerson -McGill (Ind.); Fatigue Technology (Wash.); FAG Canada; Goodrich (N.Y.); Hamilton Sundstrand (Conn., Ill.); Kamatics (Conn.); LORD Corp. (Pa.);

Pankl Aerospace (Calif.); Parker Aerospace (Calif., Ga.); Schultz (Calif.); SIFCO (Ohio); Triumph Group (Utah, Mich.). Blades: Cytec (Calif., N.Y.);Eagle Aviation Technologies (Va.); Hexcel (Conn., Utah); Rotating Composites (Conn.). The Raider aircraft program follows Sikorsky’s successful X2 Technology Continued on Page 38

Celebrating Twenty-Eight Years of In Flight USA

February 2012

HELICOPTER UPDATE 2012

BELL HELICOPTER'S 429 RECEIVES PERFORMANCE BOOST Bell Helicopter has announced it received Transport Canada approval for a 500 lbs. weight increase – to increase the maximum gross weight to 7,500 lbs – for the Bell 429. “This enhancement was the result of continued requests from our customers to yield additional performance from the Bell 429. Our customers told us they

ONE

loved all the features and performance the Bell 429 brings to bear but they wanted more range to take better advantage of the helicopter’s IFR/WAAS capabilities allowing for a greater safety margin by ensuring the capacity for necessary fuel reserves for the growing number of operations in the IFR environment,” said Larry Roberts, senior vice president for

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Bell Helicopter’s Commercial Business. “Outside of the previous certification limit at 7,000 lbs, all the test data indicated that the Bell 429 would suffer no technical constraints by increasing the gross weight to 7,500 lbs. We reached out to the Bell 429’s certification authority, Transport Canada, and have been working with them for several months to validate what our data showed. After careful testing, review and evaluation, Transport Canada issued the exemption approval for the gross weight increase,” Roberts said. The Bell 429 is certified for Single or Dual Pilot IFR, Cat. A / JAROPS Performance Class 1 at maximum gross weight; has a state-of-the-art fully-inte-

grated glass cockpit; an advanced drive system that delivers power and superb performance; best in class WAAS navigation and IFR capability; and is the first helicopter certified through the MSG-3 process. The additional gross weight now permits operators to equip the Bell 429 with additional options including Helicopter Terrain Awareness Warning System (HTAWS), a radar altimeter, cockpit voice/flight data recorder and strobe lights. The increased gross weight directly translates to greater range and loiter times. Air ambulance and law enforcement operators in particular will be better able to serve the needs of the public, saving lives Continued on Page 39

Sikorsky Announces Supplier Continued from Page 37

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Look What’s Coming in 2011

demonstrator helicopter, which in September 2010 achieved more than 250 knots (287 mph) flight speed, or twice the average cruise speed of a conventional helicopter. The National Aeronautic Association awarded Sikorsky the 2010 Robert J. Collier Trophy for the achievement, and for its potential as a future rotorcraft technology. Sikorsky will invest about 75 percent of the Raider program’s expected cost, with suppliers investing about 25 percent. Like the X2 demonstrator aircraft, the single engine S-97 Raider helicopter will feature coaxial counter-rotating main rotors and a pusher propeller to provide cruise speeds up to 220 knots (253 mph) with dash speeds up to 240 knots (276 mph) or higher. “We anticipate these S-97 Raider prototypes will provide dramatic improvements over conventional helicopters in maneuverability, range, endurance, altitude and hover efficiency – in addition to speed,” said Chris Van Buiten, Vice President of Sikorsky Innovations, the advanced engineering and development division of Sikorsky Aircraft

that has pioneered the X2 design. “These attributes of the Raider aircraft could very well change the way the U.S. military fights with helicopters.” While the Raider aircraft will showcase the X2 design’s considerable airframe and flight characteristics, its configuration as a light tactical helicopter will enable Sikorsky to offer the aircraft as a candidate for the U.S. Army’s Armed Aerial Scout helicopter competition. The U.S. Army is seeking a new aircraft to replace the OH58D Kiowa Warrior helicopter. With a maximum gross weight of approximately 11,000 lbs, the Raider helicopter will offer full operational performance at speeds and altitudes more than twice the capability of today’s light tactical helicopters. The Raider cockpit will feature sideby-side seating for two pilots. For armed reconnaissance and light attack missions, the aircraft can host a variety of sensors and externally-mounted weapons, with the flexibility to carry additional fuel and ammunition for extended missions. In a light utility or special operations configuration, the helicopter cabin will carry up to six troops.

WAI Announces Pioneer Continued from Page 37

2012 Conference Coming Up in Dallas

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With the theme “Reaching Tomorrow Today,” the WAI Conference will include seminars, workshops, networking events, speakers, and a commercial exhibit area. The Conference concludes on Saturday evening, March 10, with WAI’s annual banquet where many scholarships are awarded and the 2012 group of Pioneers is inducted into WAI’s

Aviation Pioneer Hall of Fame. Secure online registration is available at www.wai.org/12conference, and the discounted WAI Conference rate is available at Hilton Anatole through Feb. 7. Discounted registration is available for military personnel and full-time students. For more information, contact WAI at 3647 State Route 503 South, West Alexandria, OH 45381, Phone (937) 839-4647; Fax (937) 839-4645 or through www.wai.org.

February 2012

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HELICOPTER UPDATE 2012

ROBINSON PRODUCES 10,000TH HELICOPTER On Nov. 10, 2011, Robinson Helicopter delivered R44 S/N 13217, the company’s 10,000th helicopter to come off its production line. A celebration was held at the Torrance factory with company employees and representatives from the city, the FAA and many of Robinson’s vendors in attendance. Frank Robinson, the company’s founder, spoke briefly to a packed room about the company’s humble beginnings. The company was founded in 1973 and the first Robinson helicopter was delivered in 1979. Today, Robinson Helicopter manufactures more civilian helicopters than any other helicopter manufacturer in the world. Robinson thanked the City of Torrance (Calif.) stating that it was the city’s unwavering support in the early years that convinced him to keep the company in Torrance. He went on to describe leaner times noting that unlike other helicopter manufactures, Robinson has never received a dime of government money or relied on government contracts. Kurt Robinson, the company’s president, also spoke thanking employees for making “what we believe are the highest quality helicopters in the world.” Robinson noted that based on statistics provided by the AIA (Aerospace Indus-

tries Association), Robinson has, since the early 80s, produced more civil helicopters than all other U.S. manufacturers combined. The company’s current production rate is ten helicopters per week and Robinson predicts the company’s total aircraft production for 2011 will more than double last year’s production. The keys to the 10,000th helicopter were presented to Robinson’s Brazilian dealer, Audi Helicopters. Audi has been a Robinson dealer for 25 years and is one of two Robinson dealers in Brazil. Foreign orders have consistently represented more than 50 percent of the company’s total sales. Robinson Helicopter Company is the world’s leading manufacturer of civil helicopters. For additional information about Robinson, visit www.robinsonheli.com.

Bell Helicopter Continued from Page 38 and protecting communities. With Transport Canada’s approval now in hand, Bell Helicopter will formally petition the Federal Aviation Administration (FAA) and the European Aviation Safety Agency (EASA) for concurrence with Transport Canada on a 500 lbs. exemption to Part 27 with respect to the 7,000 lbs. maximum gross weight limit. “We have deep respect and a very good relationship with both the FAA and EASA. We believe they will support Transport Canada’s decision; after all, the exemption would allow for product improvements that increase operational capability for owners and operators making it a win/win for everyone,” Roberts said.

The weight deviation improvement will have the capability to be retrofitted to the existing fleet through the installation of a minimal kit that will be available through Bell Helicopter. Additionally, Bell Helicopter will issue the necessary changes to the flight manual to correspond with the additional weight capacity. All of this information will be made available through Bell Helicopter and its customer support network throughout the world. The Bell 429 is the world’s newest and most advanced light twin-engine helicopter. It was certified in 2009 by Transport Canada, the FAA and EASA. It has set the standard for light twins; delivers exceptional speed, range, hover performance and enhanced safety margins.

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Celebrating Twenty-Eight Years of In Flight USA

February 2012

HELICOPTER UPDATE 2012

GENEVA AVIATION COMPLETES STC AND DEALER AGREEMENT

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DART Helicopter Services has announcecd that Geneva Aviation has secured Supplemental Type Certificate (STC) approval from the Federal Aviation Administration (FAA) for FAST Trac, which collects performance data from analog aircraft systems and legacy operations equipment. The FAST Trac kit, which includes both the Master Control Box (MCB) and the Remote Tap Units (RTU), is certified for installation in Eurocopter AS350 Ecureuil, AS355 Ecureuil 2 and Bell 206/407 helicopters. The system connects with Iridium 9505/A or 9555 satellite communication systems (not included) to provide near real time performance information from installed legacy (analog) equipment and after-market monitoring products. Additional FAA certifications for other helicopters will be available in the future. “DART and Geneva Aviation have established a relationship with the innovative team at Absolute Fire to provide state-of-the-art performance monitoring and data display using near real-time satellite communication capability,” said Steve Joseph, DART Helicopter Services VP of US Operations. “Helicopter operators with legacy fleets can now collect and see in near real-time, information that was previously only available where FADEC’s or other digital data systems were installed. This will help them both in reducing costs and in meeting increasingly higher standards for FOQA and MOQA capabilities for their clients.” “Geneva Aviation is a great partner

for Absolute Fire’s FAST Trac systems,” according to Steve Matthews, President of Absolute Fire. “Their technical expertise has made the STC process successful in much less time than we could have imagined – putting us on track to have Bell medium STC’s completed early this year as well. And our experience with the DART Helicopter Services global distribution network with the FAST Bucket product has been fantastic.” The system consists of an MCB, which collects data from digital outputs, and discrete and continuous analog outputs using RTU’s. The MCB allows the operator to match operational system data with aircraft performance data, and to receive near real-time notifications at key thresholds, as well as to perform near real-time billing based on performance parameters such as loads or application rates. Operators can select which data will be transmitted in real-time and which will be downloaded later. Cellular communication interface is also available. Near real time data is shown by performance category on an AFS Dashboard, and operators can view events on Google Earth maps, download to spreadsheets, send event messages via e-mail and SMS, forward data to agencies and allow clients access to the dashboard. For more information about Absolute’s Fire Solutions, visit www.absolutefire.ca, or their worldwide distributor DART Helicopter Services, www.darthelicopterservices.com.

ROBINSON DOUBLES LAST YEAR’S PRODUCTION

Robinson Helicopter Company continues to be the world’s leading producer of civil helicopters. In 2011, the company produced 356 helicopters (212 R44s, 88 R66s and 56 R22s), more than double 2010’s production of 162. While the R44 remains Robinson’s top-selling helicopter, the response to its latest model, the R66 Turbine, has been very strong. The R66 was FAA certificated in October 2010. As of Dec. 31, 2011, total orders received for the new model exceeded 360. Robinson enters 2012 with a backlog of more than 400 aircraft orders making production a top priority. The company has expanded its manufacturing space

and is continuing to increase its workforce. Other priorities for 2012 include foreign validation of the R66 and FAA certification of new options for the R66 including floats and a police version. For additional information about Robinson, visit www.robinsonheli.com.

February 2012

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HELICOPTER UPDATE 2012

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

ROTORCRAFT ROUNDUP

elicopters and fixed wing aircraft differ in form and function, but the basic principles of safe operation apply to the operators of both types. No matter what sort of aircraft you fly, everyone should be able to learn a lesson or two from this roundup of ASRS helicopter reports.

A Dimly Lit Dent Every aircraft walk-around inspection subsequent to the first inspection of the day should be just as thorough as that first preflight. But, as this BK-117 pilot discovered, even with a number of thorough inspections, sometimes the lighting has to be just right to bring a problem to light. • I conducted a pre-flight in the morning upon reporting for my shift and no air-

craft deficiencies were noted. I received a request for a patient pick-up at one hospital for transport to another hospital. I conducted a pre-start walk around with no deficiencies noted and flew to the [first] hospital. After shutdown, I conducted a post-flight walk around with no deficiencies noted. I loaded the patient, conducted another pre-start walk-around with no problems noted and flew to the receiving hospital. After shutdown at the receiving hospital, I conducted a post-flight walk around and serviced the helicopter. During my pre-start walk around prior to returning to base, I noted a shadow on one of the tail rotor blades that “didn’t look right.” Upon close-up visual examination and moving the blades to just the right position in relation to the sun, I noted a dent in the blade that, when touched, felt to me like a delamination in the fiberglass

outer shell from the inner foam core of the blade itself. If something does not look right, feel right or smell right; stop, assess the situation and determine a course of action. On this day, I personally looked at the tail rotor on five separate occasions and did not notice any deficiencies. During the execution of the sixth walk around of the day, the sun was at just the right angle to create a shadow that allowed me to discover what could have been a catastrophic flaw in the tail rotor. Interestingly, one hour later, it took three of us to find the dent again since the sun had moved enough to create a different lighting angle on the blade.

Contrary Controls Another BK-117 pilot also missed a discrepancy on preflight, but this item

should have been a little more obvious. Even so, the reporter wasn’t the only one to overlook the problem. • I arrived at work for the night shift..., drove to the helipad and performed what I thought to be a thorough preflight. It was dark and it was misting due to an approaching thunderstorm. I used a flashlight and I paid particular attention to the maintenance that had been done that day involving an engine fuel pump replacement. I was aware that the dual controls had also been installed that day per the logbook entry and that both the fuel pump and dual control installation had been checked by the day shift pilot. I completed the preflight noting nothing out of the ordinary. I did not fly during my shift as the weather was below my minimums. After leaving work Continued on Page 43

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Celebrating Twenty-Eight Years of In Flight USA

February 2012

DEBORAH LAMERE, COMBAT SOLDIER WITH TWO TOURS OF DUTY IN AFGHANISTAN By Herb Foreman

t was almost 10 years ago that I met Debbie Lamere and wrote an article for In Flight USA about her. She was a 27-year old computer wizard working for Corio in a new building at the south end of the runway at the San Carlos, California Airport. She could do computations using the computer that few people could comprehend. The airport proved to be a magnet for Debbie. She joined the West Valley Flying Club on the field in 1998, and was soon immersed in aviation activities. By early 1999, she had her private license and began to work on her instrument ticket. Debbie was a quick learner and she loved to fly. She purchased a 1974 Cessna Cardinal – the year of her birth – and began to spend hours in the air. She learned how to change oil, clean spark plugs and assisted in the Cardinal’s annual inspection. She was a good pilot and had more than 600 hours in her logbook.

CHINO AIRCRAFT SALES

Above: Debbie flew 165 flights in Afghanistan and was awardeed two Air medals. (Courtesy of Deborah Lamere) Right: The two-engine Chinook helicopter can carry 33 combat soldiers and supplies. (Courtesy of Deborah Lamere) Although very successful in her work at Corio and in her flying, something seemed to be missing. After careful thought, she decided to join the Army and participate in its helicopter operations. In 2004, she enlisted and was sent to Ft. Jackson, South Carolina, for 9 1/2 weeks

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

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.

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!

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INVESTMENT OPPORTUNITY high interest paid 90 day deals secured with clear aircraft titles

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

of basic training. She went through weeks of combat training skills, team building and marksmanship. After basic training, Debbie was assigned to four months of helicopter training at Ft. Eustis, Virginia, on the

Ch47, graduating at the top of her class. After graduation, she was assigned to the “elite” 101st Airborne, Screaming Eagles Division. Her first deployment was to Iraq in 2005 and 2006. She learned everything about the “Chinook.” It was a big helicopter with two engines and carried 33 combat soldiers. It was her ship. She was the crew chief and it did not fly without her permission. In addition, she manned one of the 7.62mm machine guns near the door of the Chinook. Debbie sustained a combat injury during her second tour of duty that took place in Afghanistan. It happened while on an emergency re-supply mission. Her Chinook was riddled with ground fire. Several bullets came Continued on Page 43

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

February 2012

www.inflightusa.com

Deborah Lamere, Combat Soldier

Deborah manning one of the 7.62mm machine guns near the door of the Chinook. (Courtesy of Deborah Lamere)

Continued from Page 42 through the floor between her and the second gunner. During several wild maneuvers some of the cargo shifted striking and crushing her left shoulder preventing full movement of her arm. Army medics have been unable to correct the injury to bring her arm back to 100 percent mobility. The injury has not been easy for Debbie to accept. She had expected to make a career in the service. It was exciting and rewarding. She loved the big Chinook and reveled in taking care of it. The comradeship with crew members was important to her. She had been an outstanding leader. Debbie had more than 1200 hours of helicopter time in her logbook. This was more time than any of her

crew including the pilot. There were other rewards as well. She had experienced some outstanding scenery in her two tours. There was the hot dry desert of Iraq and the rugged mountains of Afghanistan. It was an education in itself. She had developed some understanding of life in an Arab Country and the mix of various religious sects. Debbie is not certain of what lies ahead. Should she purchase another Cardinal and get back into general aviation? Maybe there will be more schooling. Medical improvements may be able to fix the injured shoulder. She is a strong young woman and will be a success at whatever she decides to do. We thank her for her service to America!

illuminated approximately eight miles from the airport…. I found a flat place and set down to call for fuel. I overemphasized weight considerations, not filling the tanks completely before the tour group arrival in case the passengers turned out to be heavy. Extensive experience in the R22, for which five gallons is an adequate fuel reserve, and less cross country/long flight experience in the R44, for which that reserve is inadequate, made me tend toward an insufficient estimate of what I needed. The wish to keep the tours moving along and save my customers time and money made me rush both moving forward with the first tour (when I could have stopped to fill the tanks after realizing that we were not weight limited) and also made me reluctant to stop in the middle of the series of tours. Unexpected tasks in the office that morning…filled up much of the two hours of preparation time I had allotted myself to prepare for the flight. Rushing through the preflight phase made me more likely to miss the error I had made in the fuel calculation.

yeah” and took over the flight controls. A Cessna 412 broke out of the overcast and apparently did not see [our] helicopter. We took no evasive action. The Cessna cleared the top of the helicopter by just a few feet. The right-seat pilot remarked, “Wow, that was close.” I responded, “What was close?” I never saw the Cessna. I thought the right-seat pilot

Deb and Deliverance nose art. (Courtesy of Deborah Lamere) Editors note: Early in 2011, Deborah Lamere founded Dogs2Vets, a not-forprofit organization located in Kentucky that rescues dogs from shelters and rescue groups, has them trained and places them as therapeutic dogs for wounded service men and women. For more information visit www.dogs2vets.com.

Safe Landings Continued from Page 41 the following morning, I drove home and later that day received a call from the day shift pilot informing me that a mechanic had installed the left cyclic backwards and that we had all missed it. The day pilot found the error prior to any damage or injuries while preparing to depart on a patient transfer flight. Suggestions: 1. Each pilot should sit at the positions that have a set of controls during preflight to ensure that the controls are mounted correctly and a full flight control function check (at each station) should be performed each time the controls are removed and reinstalled. 2. To completely avoid this error it may be appropriate for the manufacturer to re-engineer the way flight controls are mounted so that they can only be installed the correct way. It could have been a serious problem had this error not been detected prior to takeoff. If the left seat was moved forward, movement of the cyclic could be hindered by contact with the seat.

Unplanned Tour Stop Having enough fuel to set the helicopter down with power in a suitable field mitigated the outcome of this fuel miscalculation. However, the lesson learned by the R44 pilot is still critical. • Customers were being loaded and unloaded without engine shutdown in order to save time and enable us to complete the tours within their time and budgetary constraints. Tours were also taking longer than anticipated…. As the last group was being loaded, I should have done a more complete assessment of fuel quantity and reserves and shut down to obtain more fuel…. The low fuel light

Who’s Got the Aircraft? A number of factors, including a classic case of miscommunication, came together in a chain of events that led to a near midair collision for this helicopter crew. • The Pilot Flying was in the right seat. I was the Pilot Not Flying in the left seat with my head down energizing and programming equipment. We were cleared to cross below the approach path from west to east and, “Report traffic on final in sight.” The Pilot Flying asked me, “You got the aircraft?” I said, “Uhh,

wanted me to take control for some reason. He thought that I was confirming that I saw the conflicting aircraft and would take evasive action. Lesson learned: Saying, “You got the aircraft?” only confused the issue. “Do you have the traffic?” would have been a better way to say it.

Stanford Researchers are looking for Pilots with IFR Experience for Two New Studies! ILS fMRI Study: • IFR rated pilots who have at least 500 hours logged time and no more than 2500 hours total time. You will be "flying" using a small projection screen while simultaneously having your brain scanned! • This study applies state-of-the-art functional Magnetic Resonance Imaging (fMRI) to measure memory and decision-related activity while you perform ILS approaches. • Approximately three hours of your time (single session only). • $100 for your participation.

ILS Eye-tracking Decision Height Study: • While you are performing the task on the computer we will watch with an eye tracker how you are moving your eye to look at different visual objects on the screen. • No more than two hours of your time (single session only). • $60.00 for your participation.

For more information, please contact: The Stanford/VA Aviation Lab Phone: (650)852-3457 Email: kcastile@stanford.edu or heraldez@stanford.edu

Celebrating Twenty-Eight Years of In Flight USA

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

Sam Heller RE Lic#00891062

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

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

I know there will be some of you who can give me a fuel truck full of reasons why my suggestion won’t work. Please don’t. You won’t be blocking the taxiway for more than a minute or two and those waiting on you don’t have horns to honk so just ignore them and remember, “Flying can get you there in a hurry, but you can’t be in a hurry to fly.” (Hurry is not the name of an airplane, it’s just an expression.)

I’m Just Saying . . . I’ve received more than my fair share of calls, emails, Facebook postings,

February 2012

and unsolicited comments about some recent headlines across our great nation (not the hamburger chain, the place where we live.) Many of you have opinions – make that strong opinions – about the future of the Reno Air Races and that pathetic cruise-ship captain who had his “on the rocks.” As for Reno, my personal feelings are just that, they are personal so I will keep them that way. As to that soon to be out of work Captain, please don’t make me laugh. My lips are chapped and I haven’t decided to laugh or cry yet, I’m leaning towards crying. I’m just saying . . .

On final . . . February, don’t you just love it? You’ve recovered from all the holiday food and parties, now the chocolate begins to flow in. You can’t win and who wants to say no to chocolate? I finally realized how it relates to love and warm feelings. We all seem to love it, especially when it’s in a warm cup and covered with whipped cream . . . I’m afraid to ask you all to be my Valentine, as you might all say yes. However, I do send that request to our troops with the hope they will say yes! That’s Thirty! “Over” About the writer: Larry Shapiro is an aircraft broker, aviation humorist and fulltime grandfather of three. He’d love to have you share your thoughts and ideas for future articles. Palo Alto Airport Office: 650-424-1801 or Larry@LarryShapiro.com

February 2012

www.inflightusa.com

The Pylon Place

Marilyn Dash’s

ADVANCED WARBIRD TRAINING

he last few months, we’ve been talking about what air racers are doing in our off-season. I mentioned how Will Whiteside and Steadfast are working to own several speed and time-to-climb records. We talked about Team Ruby looking to get into some fun auto racing activities. And this month, we’re going to talk about Dan Vance and Rob Gordon – and their new venture. Dan Vance is the son of long-time Reno racer and Warbird owner/pilot, Art Vance. Art acquired Speedball Alice in 1976. He rebuilt it in 1982 and named it Million Dollar Baby (at least!), and changed the name in 2000 to Speedball Alice in honor of Captain Don H. Bochkay from the 357th. The artwork with the “winged ace” is from Bochkay’s aircraft. Art raced Speedball as well as two Sea Furies, Baby Gorilla and Furias. He was the check pilot and president of the unlimited division at the Air Races for many years. He also flew cover during qualifying practice sessions. He had a way of teaching with humor and boldness that resonated well with our community. At the time of his death, he had more than 11,000 hours and was a mentor to many of us. You would think growing up with Art as your father would be an enormous challenge, but Dan Vance took to flying like his father’s son. Art and Dan both flew for the airlines, both enjoyed restoring and flying warbirds, and then Dan started flying at Reno. He has flown both P-51s and Sea Furys, most notably #911, September Pops, owned at the time by Mike Brown. Since then, he has taken his father’s place as one of the check pilots for the unlimited division. I have watched Dan mature over the years from a young man to a highly qualified, distinguished warbird pilot. Rob Gordon took a different path. He learned to fly when he was quite young, but decided to follow a career in law enforcement instead. However, his love of all things aviation continued, causing him to buy a T6 and a Stearman over the years. He worked with Dan and Art for years, learning the art of restoring and maintaining warbirds as well as continuing to progress as a pilot. Rob started flying Lady Jo, a very famous TF-51 in our area, owned by Daryl Bond. The reason Lady Jo is so popular, is most people who have had “dual” time in a Mustang on the West Coast did that time in Lady Jo. The TF- is

behind a round P&W Engine.

Other News

Big Frog, the French NXT

Lady Jo and Speedball Alice at Reno. (Gordon Edwards) a Dual Control Mustang theoretically designated for training. Originally, only ten were built during 1941-1945. After WWII, several more were converted. They are still very rare and very highly coveted. Lady Jo was a rebuild and made into a TF around 1989. So, Rob is hanging around the airport, flying his T-6 and then gets the chance to fly Lady Jo. But he still hasn’t made the jump to Reno yet. His luck changed when one year, Robbie Patterson – who usually races Lady Jo – was unable to make the races. Daryl turned to his new “young gun” and, that year, Rob Gordon attended PRS. He then gets the opportunity to fly Lady Jo in 2007, and Speedball Alice each year after that. Now, these two air racing veterans have decided to take the knowledge they have gained through the years and join forces with Dragonfly Aviation out of Santa Rosa to provide advanced instruction in their warbirds, specifically flight training in their PT-17 Stearman and their AT-6 Texan. For the average pilot, this is an opportunity to get some advanced training which will challenge you and make you a better pilot – no matter what your daily flyer is. I have signed myself up to be one of their first students. I can’t wait to put on my helmet and get some oil in my hair

(Tim Adams)

That’s how we roll. (Photo courtesy of Dan Vance)

Unfortunately, our French competitors with Big Frog suffered an engine failure at the end of January. Their pilot, Christophe Delbos, was able to bring their NXT to a successful off-field landing. “Bobos” is okay, but the aircraft is a total loss. The Big Frog program was a testing ground for a prototype SMA engine, a 230 horsepower turbocharged diesel. The idea was that this engine would be “greener” and provide better reliability. They are back to the drawing board. It is the place of air racing and especially the sport class to become a proving ground for new technology. We grow by pushing the envelope and learning where the edges are. We wish them well and look forward to seeing them again at Reno.

DRAGONFLY AVIATION joins with Old School Avition to offer Warbird flight training in WWII Stearman and Texan AT-6

Call 707-575-8750

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Celebrating Twenty-Eight Years of In Flight USA

February 2012

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Knight Named Continued from Page 26 Aerospace & Technology Laboratory addition to its Florida Air Museum’s Tom Davis Educational Center. “The entire Sun ‘n Fun organization,” says incoming chairman Knight, “is eternally grateful to Bill Eickhoff for his remarkable dedication to the vision and potential of Sun ‘n Fun and the role it plays in the economy of Central Florida and in its mission to inspire and educate people of all ages through involvement in aviation. Bill and Suzy Eickhoff were among the Sun ‘n Fun pioneers who cleared the Florida wilderness on the south side of Lakeland Airport starting in 1978, driven by a common passion for aviation and a commitment to share the sense of achievement and inspiration that comes from taking control of an airplane.”

Bob Knight, as chairman of the Sun ‘n Fun Fly-In, Inc. board, will immediately assume the key leadership role of the board and its newly elected executive officers consisting of Bob Beaty, vicechairman; Pat Phillips, secretary; and Ed Cooley, treasurer. Board Chairman Knight will also serve as board contact for Sun ‘n Fun’s new President and CEO, John R. “Lites” Leenhouts who was selected by the board this past July to lead the year-round staff and extensive volunteer base of the Sun ‘n Fun organization. Lites Leenhouts filled the leadership position of Sun ‘n Fun vacated by John Burton who assumed the role of President of Sun ‘n Fun’s Florida Air Museum and its education programs.

February 2012

www.inflightusa.com

BLACK DIAMOND JET TEAM; NEW NAME Heavy Metal Jet Team, the six-ship aerobatic civilian-owned jet team sponsored by United Bank Card, Inc. (UBC), announced recently an immediate name change for the team to Black Diamond Jet Team. The change reflects the continual growth of the team and desire to take it into new and bigger directions. The pilots, support staff, and sponsor for the team remain unchanged. The Black Diamond Jet Team will add another MiG-17 aircraft to their 2012 season roster as an Opposing Solo, enabling the team to present a more uniform flying show. The seven-ship, highperformance jet aerobatics will be inclusive of the five L-39s and MiG-17 currently being displayed. “Our amazing team is growing. Our performance, capabilities, pilots, crew and aircraft are all exceeding expectations. As we close out the 2011 season and begin preparations for our seven-ship act in 2012, we wanted a team name that reflected skill, challenge and expertise. This is why we selected the Black Diamond Jet Team” said Lead Pilot Lt. Colonel Jerry “Jive” Kerby, USAF (Ret.). “Black Diamond Jet Team is bringing the same team members and dedication to an exciting 2012 season that promises to entertain airshow fans throughout the country.” “United Bank Card is very proud to continue our sponsorship of the Black Diamond Jet Team,” said Jared Isaacman, founder and CEO of UBC

FAA Mobile Continued from Page 44 and delays across the entire National Airspace System (NAS), or look up the status of a particular airport to plan your travel schedule. Advisory Circular (AC) Lookup: Find and read advisory circulars to help you comply with FAA regulations. Flight Standards District Office (FSDO) Locator: Locate the closest offices based on your current location, if you have Location Services enabled on your device. You can also locate FSDOs by region or by office name. Wildlife Strike Reporting: Report an aircraft wildlife strike or edit an existing wildlife strike report. News and Press Releases: Read the three most recent FAA news stories and press releases. For complete information and list of supported platforms and devices visit www.faa.gov/about/mobile/#content.

(Photo courtesy Black Diamond Jet Team and Mike Lynaugh Photography) who is also the Right Wing pilot for the team. “We wanted our fans, friends and members of our airshow family to see our name transition during the airshow season. We wanted to say goodbye to our old Heavy Metal Jet Team and usher in the new Black Diamond Jet Team at an airshow performance and not during the offseason.” The Black Diamond Jet Team recently moved its operation from Lancaster, Pa. to Lakeland, Fla. Residents in Lakeland and the surrounding area should expect to start seeing the jets in the skies above Polk County. “We can now say this is our hometown base,” Black Diamond pilot, Philip Adornato said. Team members said the team is one of the few non-military formation jet teams in the nation. Ardonato said the team puts on an exciting performance, even in practice. “It’s formation aerobatics. We fly really close to each other, do all

AND

the loops (and) rolls,” he said. Painted in arctic camouflage, the jets consist of five L-39s and one MiG-17. Members said the team will soon add two more jets to their fleet. “The MiG-17 is a former Soviet bloc plane. It’s the only plane on the team that has the afterburner and it’s the only plane on the team that has a featured solo.” When asked why the team chose to move to Lakeland, members said they like Central Florida, the hangar they’ve leased at the airport and being close to the site of Sun ‘n’ Fun. The jets have begun practicing in designated, mostly rural areas. If residents were to look up and see the jets training, “they’d see pretty much our show,” Ardonato said. The team performed at more than 25 shows in 2011. The team’s 2012 schedule is as follows:

2012 Black Diamond Jet Team Schedule TICO Warbird Air Show Mar.09-Mar.11 • Titusville, FL Florida International Air Show Mar.24-Mar.25 • Punta Gorda, FL Sun ‘N’ Fun Mar.27-Apr.01 • Lakeland, FL (Home Town Show) Defenders of Liberty Air Show Apr.21-Apr.22 • Barksdale AFB, LA Ft. Lauderdale Air & Sea Show

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Apr.28-Apr.29 • Ft. Lauderdale, FL MayFly Air Show May.19-May.20 • Florence, SC Southern Wisconsin Air Fest 2012 May.25-May.27 • Janesville, WI Rockford Air Fest Jun.02-Jun.03 • Rockford, IL OC Air Show 2012 Jun.09-Jun.10 • Ocean City, MD Boston Portsmouth Air Show Jun.30-Jul.01 • Pease ANGB, MA National Cherry Festival Air Show Jul.07-Jul.08 • Traverse City, MI EAA Air Venture Oshkosh 2012 Jul.23-Jul.29 • Oshkosh, WI Milwaukee Air & Water Show - TBD Aug.01-Aug.01 • Milwaukee, WI Thunder Over the Boardwalk - TBD Aug.01-Aug.01 • Atlantic City, NJ Cocoa Beach Air Show - TBD Sep.01-Sep.01 • Cocoa Beach, FL NAS Oceana Air Show Sep.15-Sep.16 • NAS Oceana, VA Wings Over North Georgia Air Show Sep.29-Sep.30 • Rome, GA Jacksonville Beach Air Show - TBD Oct.01-Oct.01 • Jacksonville Beach, FL Wings & Waves Air Show Oct.13-Oct.14 • Daytona Beach, FL Wings Over Homestead - TBD Nov.01-Nov.01 • Homestead ANGB, FL

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February 2012

UPS FOUNDATION PROVIDES FUNDING FOR WAI "BRING YOUR DAUGHTER TO THE CONFERENCE DAY" Two hundred girls, ages 10 to 17, will have the opportunity to learn firsthand about the exciting career opportunities in aviation thanks to a $15,000 grant from the UPS Foundation to fund Women in Aviation, Internationals’ “Bring Your Daughter to the Conference Day.” The $15,000 grant from the UPS Foundation will purchase tools and supplies for the day, including a number of laptop computers that the girls will use with a flight simulation program. Further, the UPS grant keeps the day affordable with a fee of just $10 per girl, including lunch. Parents and chaperones may

attend at no charge. “‘Bring Your Daughter to the Conference Day’ is a new initiative for Women in Aviation, and we are grateful to the UPS Foundation for recognizing both the need and opportunity to foster an interest in aviation among girls,” says WAI President Dr. Peggy Chabrian. The one-day program presented at the WAI Annual conference scheduled for Mar. 8-10, 2012, in Dallas, Texas, is designed to introduce girls to the excitement and careers available in aviation through age-appropriate activities and interacting with women who have chosen an aviation career.

EAA President Rod Hightower is the inspiration for this program. When he mentioned to Dr. Chabrian that he was planning to bring his own daughters to the WAI conference, the idea of others bringing their daughters was put in motion. “One activity we have planned is to teach the girls how to read a sectional chart,” adds Dr. Chabrian. “We are going to demystify the world of aviation for these girls and give them a chance to talk to women who are pilots with the goal of providing role models and mentors for the girls.” In addition to the daughters, attendees are invited to bring their own special

girl, whether she is a daughter, granddaughter, niece, neighbor, or friend. Go to www.wai.org/ 12conference/ daughterday.cfm to register for Bring Your Daughter to the Conference Day. “‘Daughter’ is defined very liberally as any girl aged 10 to 17,” says Dr. Chabrian. “We have also invited Dallasarea Girl Scouts to participate. We want a full house of 200 eager and energetic girls.” For more information, contact WAI at 3647 State Route 503 South, West Alexandria, OH 45381, Phone (937) 8394647; Fax (937) 839-4645 or through www.wai.org.

FLORIDA AIR MUSEUM WAS HOST OF THE FLORIDA AVIATION HISTORICAL SOCIETY HALL OF FAME INDUCTION CEREMONY The Florida Air Museum (FAM) at Sun ‘n Fun hosted the 9th annual induction ceremony of the Florida Aviation Historical Association (FAHS) Hall of Fame honorees on Jan. 28. The 2012

inductees, selected by the FAHS Selection Committee from among nominees received from the FAHS membership are: Nicole Passonno Stott - Tampa’s own NASA astronaut, who served as

flight engineer on ISS Expedition 20 and 21 and mission specialist on STS-128. Thomas W. Benoist (1874–1917) “United States” American pilot known for having started the first scheduled air-

line service – coincidentally between Tampa and St. Petersburg, Fla. – in 1914. Willima Krusen - Civic minded Tampa resident that enjoyed a distinContinued on Page 53

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Associated Sales Tax Consultants chairman and CEO Joseph F. Micallef has 40 years experience in the specialized field of taxation ... 10 years as a government tax auditor and 30 years as a business professional, California Courts-qualified tax expert and legislative taxpayer advocate. A private pilot since 1985, Mr. Micallef is a pioneer in the field of aviation taxation having personally trained and supervised many of the self-proclaimed pre-eminent experts in the industry.

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Celebrating Twenty-Eight Years of In Flight USA

February 2012

AIRCRAFT SPRUCE OFFERS LSA PRODUCTS Aircraft Spruce & Specialty Co. has been a leading distributor of homebuilt and certified aircraft parts and materials since 1965. The company is also a distributor for Light Sport Aircraft products. Products available include DVDs, books, eBooks, avionic items, instruments, along with the entire SkySports line which Aircraft Spruce acquired in 2009. SkySports produces its own line of single and dual fuel systems and fuel probes, and also carries a complete line of prod-

ucts such as instruments, radios, GPS, strobes, Comtronics helmet/intercom systems, Winter instruments, and hardware for the ultralight market. Aircraft Spruce provides an affordable non-TSO’d “glass cockpit” option for retrofit installation in light sport (LSA) and experimental/kitbuilt aircraft with the Garmin GDU 370 and the Garmin GDU 375. The Garmin GDU 370 and the Garmin GDU 375 are a real breakthrough in panel-mount GPS navigation.

Purchase an EFIS such as the Enigma, which is a comprehensive flight, engine and navigation instrument designed for Experimental and Light Sport aircraft. The Enigma is a hardware and software concept that promotes a flexible, powerful EFIS platform together with a software application system that is highly user-modifiable. Aircraft LED lights for the LSA market include the E-Series AveoFlashLP which are unbreakable lights with a life-

time warranty at an affordable price for your kit, sport, ultralight or experimental aircraft. No more broken expensive lens to replace, no more bulbs to replace! For more information on the products that Aircraft Spruce carries for the LSA market, contact Aircraft Spruce at 1877-4SPRUCE or view the company’s website at www.aircraftspruce.com.

RISK REDUCTION BY USING A ROTORCRAFT PORTABLE SUPPLEMENTAL OXYGEN SYSTEM Do you or your passengers arrive after your flight tired with a headache? You are not ill with some wierd virus but more likely are suffering the insidious effects of hypoxia. Hypoxia is a far more common problem than most rotorcraft pilots admit and is not limited to pilots of turbocharged or high-performance aircraft. Many pilots need and use oxygen below the 12,500 feet specified in the FARs. Flying three to four hours at seven to 10,000 feet is enough to cause hypoxia discomfort and possible disorientation to even the most healthy and physically fit

pilot. Plus, on the average, the female gender needs supplemental oxygen about 2,000 feet lower than her male counterpart. The sure fire way to reduce the risk of the hypoxia discomfort is with an MH Rotorcraft Portable Oxygen System. A rotorcraft portable oxygen system can help you and your passengers arrive more comfortably. With a portable system you also increase your rotorcraft utility as 12,500 feet of altitude is no longer a barrier. You'll be able to climb over turbulence and weather, make use of favorable tailwinds and even enjoy the lighter traffic that flies above 10,000 feet.

MH Oxygen Systems has an easy to use two-person Rotorcraft Portable Pulse-Demand Oxygen System that reduces oxygen workload to almost nil. The MH EDS O2D2 Pulse Demand automatically delivers the required supplemental oxygen for various altitudes for both the pilot and passenger. The complete standard MH O2D2 Pulse Demand Rotorcraft System consists of an aluminum oxygen cylinder (buyer has a choice of sizes with upgrades available for very lightweight composite cylinders), a cylinder carry case that attaches to the back of the seat,

USA AIRCRAFT BROKERS NETWORKS USA Aircraft Brokers uses the latest technology to promote the sale of its’ aircraft, including an interactive website that uses audio messages from brokers to promote their aircraft and email campaigns to all of the FBOs in the country whenever a new aircraft is listed. “We try to reach the market any way

we can after we list an aircraft. Using our internet ad program and time-honored methods, like our quarterly newsletter that goes out to more than 8,000 FBOs and high performance aircraft owners nationwide, we can guarantee our clients the best possible exposure for that aircraft and sell it at top retail dollar,” said owner

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GENERAL AVIATION ACCIDENT, FATALITY RATES DROP General aviation accidents and fatalities declined in 2010 for the fourth consecutive year, according to new National Transportation Safety Board (NTSB) data. In total number, the 1,435 GA accidents marked a 20-year low, even as estimated total flight hours began to climb for the first time since the Great Recession began. There were 450 GA accident fatalities in 2010, down from 478 in 2009.

The Aircraft Owners and Pilots Association Foundation’s Air Safety Institute is analyzing the data in detail for the upcoming 22-edition of the Joseph T. Nall Report, a comprehensive analysis of accidents that has helped to shape pilot training and safety education. AOPA Foundation President Bruce Landsberg said 2010 was a record year for outreach – more than 1.9 million safety products and courses were used by AOPA mem-

bers and non-members alike. “Complacency remains the enemy of safety, and we continue to develop new programs for 2012 that dig deeper into the causes of accidents,” Landsberg said. “Most accidents result from causes that have plagued aviation for years. That story, unfortunately, is little changed.” In 2010, the Air Safety Institute introduced new products, and pilots responded. The institute’s online ASI

2010

Flight Risk Evaluator drew 64,000 visits in 2010, and more than 40,000 pilots attended safety seminars held around the country and available through online webinars. The Air Safety Institute will continue to work in partnership with the NTSB, the Federal Aviation Administration, AOPA and other aviation organizations to spread the message that education, including ongoing training for active pilots, saves lives.

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US SPORT AVIATION EXPO WRAPS-UP WITH RECORD BREAKING NUMBERS JANUARY 19-22, 2012 SEBRING AIRPORT SEBRING, FLA.

he US Sport Aviation Expo ended on Sunday, Jan. 22 with recordbreaking numbers. Stated Bert Simpson, FAA Staff Manager, North Florida District, “There were a total of 3,434 flight operations during the fourday event with Saturday being the biggest at 1,256. The busiest hours were Saturday from 10 to 11 a.m. with 222 flight operations taking place at that time, making Sebring Regional Airport (SRA) the busiest airport in the country. Expo recorded a total of 156 exhibitors with 149 aircraft on display. Mike Willingham, Executive Director of SRA said, “The show saw huge numbers of visitors on Friday and Saturday — approximately 16,000 attendees. Exhibitors were very pleased.” “The success of Expo was a culmination of great weather, increased marketing, and the addition of new events by SRA, the host for this eighth annual Expo,” stated Mike Willingham. This year saw the addition of an AvBid Aircraft Auction, model airplane contest, food and wine pairing events, a seaplane

base and Splash-In at Lake Jackson and more. The benefit wine and food pairing events were extremely well received and Expo will be cutting checks to both the local EAA Young Eagles Chapter 1240 and the Humane Society of Highlands County as a result of their success and support by Alan Jay and a host of other generous sponsors. igourmet participated in a cheese and wine tasting event as well as offering cheese for sampling at one of the indoor booths. The exotic igourmet cheeses were completely sold out by Saturday afternoon. Guests of Expo were offered a discount to buy from igourmet as well. The AvBid Auction was a huge success. “Usually we sell 20 percent, but at Expo we sold a third of our auction inventory,” said Sam Sirani, with AvBid. The auction took place on Saturday with live bidding and live video streaming for bidders who were unable to attend the auction in person. The highlight of the auction happened when John “Lites” Continued on Page 57

Celebrating Twenty-Eight Years of In Flight USA

February 2012

AMERITECH INDUSTRIES TO DISTRIBUTE ELECTROAIR ELECTRONIC IGNITION KITS Electroair of Howell, Mich. and Ameritech Industries, Inc., the parent company of Eagle Engines and American Propeller Service of Redding, Calif., announced they have entered into a wholesale stocking distributor agreement for the new line of electronic ignition kits for experimental (four- and six-cylinder) as well as certified four cylinder Lycoming style engines.

With more than 35 years of general aviation experience, Ameritech Industries, Inc. will be distributing the Electroair electronic kit. The EIS-41000 STC’d ignition kit is approved for Cessna, American Champion-Bellanca, Diamond, Grumman, Beechcraft, Mooney and Piper aircraft. The Electroair direct fire ignition system replaces one magneto with a trig-

ger mechanism (MTH), which feeds the engine position and RPM information to the controller. The controller also receives the input from the MAP sensor, computes the amount of dwell required for the coils, adjusts timing, and fires directly into the spark plugs. As a result, you will gain 10 to 15 percent in fuel economy, have smoother engine operation and reduce maintenance

costs at annual and at overhaul. Typical installation time in most applications is four to six hours or less. Visit Ameritech Industries at Sun-NFun, Building C, 78 & 79. For further details call 800/292-7767 or email sales@ameritech-aviation.com

JULIE E. CLARK INDUCTED INTO THE INTERNATIONAL COUNCIL OF AIR SHOWS (ICAS) FOUNDATION AIR SHOW HALL OF FAME The evening of Wednesday, Dec. 7, 2011, marked the closing of the International Council of Air Shows convention where thousands of delegates gathered for education sessions, to book airshow performers and where performers put on their “game face” to make connections and book airshow events. Capping off that Wednesday evening was the presentation of the 2011 ICAS Foundation’s Air Show Hall of Fame induction ceremony. The ICAS Foundation was established in 1995 to honor those who have made a significant contribution to the airshow industry. Recognizing the industry’s top perform-

ers is one of the clearest goals and purposes of the ICAS Foundation. That evening, Julie E. Clark, along with Jim and Ernie Moser; Steve Oliver and Suzanne Asbury-Oliver, were inducted into the 2011 Hall of Fame. Clark and her fellow inductees join the ranks of airshow legends Art Scholl, Bill Barber, Bob Hoover, Betty Skelton and Jimmy Franklin, just to name a few. Clark’s career in aviation began with a desire to become an airline pilot, just as her father, Captain Ernest Clark, had been. A pilot for Pacific Airlines in the ‘960s, Captain Ernest Clark and all on board fateful flight 773, were killed by a

deranged passenger on May 7, 1964. Prior to the days of the required locking cockpit door, a suicidal passenger stormed the cockpit, struggled with Captain Clark, his co-pilot and a flight attendant before succumbing to their injuries and the eventual crash of the airplane. Subsequent FAA regulations requiring the use of locking cockpit doors were written for Captain Ernest Clark and flight 773. Undeterred by her father’s death, Clark reached her goal and became one of the first 21 female airline pilots in North America. Remarkably, throughout her 28 years as an airline pilot, (achieving

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22nd Annual Pacific Coast Dream Machines Show Expands to Two Days, April 28-29, 2012 There’s nothing quite like the Pacific Coast Dream Machines Show – Half Moon Bay, California’s massive celebration of mechanical ingenuity, power and style. It’s a whimsical, fascinating, amusing, curious and absolutely unique show and tell spectacle featuring 2,000 magnificent flying, driving and working machines from the 20th and 21st centuries. The spectacular 22nd annual show is expanding to two days in 2012 – April 28-29 – from 10 a.m. to 4 p.m. at Half Moon Bay Airport, located in the picturesque seaside town of Half Moon Bay, Calif., about 20 miles south of San Francisco. One of the west coast’s biggest shows, hundreds of aircraft are expected to be on display – stylish homebuilts, classics from the 40s and 50s, exceptional vintage warbirds, and sport and ultralight aircraft. Headlining is the aviation design-wonder “Flying Wing,” designed by Northrop as a long-range bomber with two wings and no fuselage. See a special display of magnificent military aircraft including an F/A-18 Hornet, the Estrella Warbird Museum’s historic Douglas C47, an array of P-51 Mustangs, a massive U.S. Coast Guard C-130 transport aircraft and an impressive lineup of T-33, T6 and T-28 military fighters and trainers. Many will be doing spine-tingling flyovers during the show. Thrilling rides will be offered in everything from helicopters and vintage bi-planes to a T-6 military trainer and P-51 Mustang. Flyins are welcome. More details on the spe-

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P-51 Mustangs in Flying Formation (Miramar Events) cial attractions will be announced as the show approaches. In addition to the aviation wonders, the world’s coolest cars of every era and style including Model T fire engines, vintage busses, custom motorcycles, tricked out trucks, sleek streamliners, and antique engines and tractors will be among the mesmerizing displays. Spectator admission is $20 ($30 for a 2-day pass) for adults, $10 ($15 for a 2day pass) for ages 11-17 and 65-plus, and free for kids age 10 and under. Tickets are available at the gate only. Half Moon Bay Airport is located at 9850 N. Cabrillo Highway, on Highway 1, about 20 miles south of San Francisco and five miles north of Highway 92. The show benefits the Coastside Adult Day Health Center. For more information, call 650-7262328 or www.miramarevents.com/dreammachines.

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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

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Florida Air Museum Continued from Page 48 guished career as an airline Captain with Pan American Grace Airlines in South America, Aerovias Sud Americana and Red Carpet Airlines. He authored Flying the Andes, The Story of Pan American Grace Airways and Commercial Aviation in South America. The three 2012 inductees join 29 current Hall of Fame honorees including Amelia Earhart, Howard Hughes, General James H. “Jimmy” Doolittle,

Jack Hunt and Kermit Weeks, celebrated on the FAHS Hall of Fame gallery wall in the Museum. Inductees are individuals who have made a superior contribution to the technical or practical development of aeronautics and/or space or have been responsible for a unique aviation related achievement. For more information visit www. FloridaAirMuseum.org and click the Hall of Fame link.

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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 2700 TTSN, 580 SMOH, 160 hp, Digital VFR, Original Paint/InteriorNDH....$19,950

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February 2012

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:;,(94(5 (<*;065 4HYJO 7; ( 5 5 <UYL Z[VYLK \UTVKPMPLK ;; :46/ *VU[PULU[HS 9 5V[ MSV^U ZPUJL SH[L Z 9LZLY]L ^^^ WHUaLYZ[LHYTHU UL[ !

-VY[\UL . OP JHIPU [HPS KYHNNLY :46/ ISHKL /HTPS[VU :[HUKHYK 2PUN 0-9 H W 5LLKZ UV[OPUN 6)6 [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !

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)LLJO +\RL SV^ [PTL .HYTPU : ;,* H W 5L^ 7 0 SVHKLK )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

:VJH[H ;) ;YPUPKHK ;; :46/ .HYTPU 4? 2PUN H]PVUPJZ /:0 TVYL 5+/ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

),,*/*9(-; :05.3,: -VY :HSL I` 6^ULY! )LLJO JYHM[ :RWWLY ;;:5 :46/ 6 3 * M\SS 0-9 WHULS 4/a ,3; (SS SVNZ :LW[LTILY HUU\HS 3VJH[LK :HU 1VZL *( *VU[HJ[ (SSLU , 9VHR ! )LLJOJYHM[ - ( ;;:5 :46/ .HYTPU .7: : ;,* H W 5+/ (TLYPJHU (PY JYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! ), )LLJO :RPWWLY :46/ ,_JLSSLU[ YHKPVZ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! - +LIVUHPY OW NHS + :OHUUVU TVKZ ZSVWL ^ Z 5L^ WHPU[ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! )LLJO +LIVUHPY ;; :46/ 06 5 OW :;6/ .HYTPU .5: > .5: : ;,* TVYL :JV[[ 6_` :`Z[LT SLH[OLY PU[LYPVY :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! )VUHUaH 5 ;; :46/ .(40 ZWLLK ZSVWL THU` TVKZ -YLZO HUU\HS NLHY 6/ .VVK WHPU[ OHUNHYLK :[L]L >LH ]LY (PY JYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! )LLJOJYHM[ - ( )VUHUaH ;; :46/ .HYTPU /:0 0-9 PU[LYPVY OHUNHYLK 5+/ ,_JLS SLU[ THPU[LUHUJL OPZ[VY` L_JLSSLU[ JVU KP[PVU .VYNLV\Z ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! = ) :-94 :;6/ :76/ . 7YPTHY` -+ .,4 .5: > .5: > >((: .7: UH] JVT ISHKL TVYL ]PZ[H']PZ[HH]PH[PVU JVT VY !

)LLJO + , ;^PU )VUHUaH ;; :46/ :76/ *LU[\Y` 000 /:0 Z[VYTZJVWL /HUNHYLK ^ MYLZO HUU\HS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! )HYVU ;; :46/ . >((: ^LH[OLY * H W /:0 /HUNHYLK HSS SVNZ 5+/ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! )HYVU ;; :46/ :76/ 25: 24( 2? 2@ :[YPRLMPUKLY TVYL VY ]PZ[H']PZ[HH]PH[PVU JVT !

),33(5*( *0;()90( )LSSHUJH :\WLY =PRPUN ( ;;:5 :46/ KPNP[HS 0-9 H W *VTWSL[LS` YLM\YIPZOLK 3PRL UL^ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPY JYHM[ UL[ ! *OHTWPVU -*,* ;; :46/ 6 P J JVTT .7: )LH\[PM\S YLZ[VYH[PVU 5V]LTILY HUU\HS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! (TLYPJHU *OHTWPVU .*)* ;; :46/ OW ^ JVUZ[HU[ ZWLLK WYVW :76/ 2? ^ .: 4L[HS ZWHYZ UL^ ^PUKV^Z ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! )LSSHUJH :\WLY =PRPUN ( ;; :46/ K\HS .HYTPU -YLZO HUU\HS VY ]PZ[H']PZ[HH]PH[PVU JVT !

*,::5( :05.3,: *LZZUH ;;:5 :46/ KPNP[HS =-9 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PY WVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! *LZZUH 4 ;;:5 :46/ 2PUN KPNP[HS 0-9 +4, 5PJL 7 0 (TLYPJHU (PYJYHM[ :HSLZ /H`

,YJV\WL -)6Z -SPNO[ 0UZ[Y\J[PVU -\LS .YVI .Y\TTHU /HUNHYZ ;PLKV^UZ /LSPJVW[LYZ /LSPJVW[LY ;YHPUPUN /LSW >HU[LK /VTLI\PS[Z /VTLZ (PYWHYRZ 1L[Z 3HUK 3VJROLLK ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! *LZZUH 5 ;;:5 :-94 2PUN KPNP[HS 0-9 .7: 5PJL 7 0 (TLYPJHU (PYJYHM[ :HSLZ /H` ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! *LZZUH ;L_HZ ;HPSKYHNNLY ;;:5 :46/ 2PUN KPNP[HS H]PVUPJZ .7: :HTL V^ULY OHUNHYLK ZPUJL 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ !

3\ZJVTIL 4PZJLSSHULV\Z (PYJYHM[ 4P[Z\IPZOP 4VVUL` 4\ZL\TZ 5H]PVU 6MMPJL :WHJL 6_`NLU :\WWSPLZ 7HY[ULYZOPWZ 7PSH[\Z 7PSV[ :\WWSPLZ 7PWLY :PUNSLZ 7PWLY ;^PUZ 7P[[Z 7VZP[PVU >HU[LK *LZZUH :R`SHUL ;; :46/ 4J*H\SL` WYVW .HYTPU .5: ^ .: PUKPJH[VY ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

WRN ;(>: :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !

:R`SHUL ;; 7LYZVUHS HPYWSHUL VM +Y >PUN ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

= ;\YIPUL *VTTHUKLY ^PSS MPUHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

*LZZUH :R`SHUL ;; :76/ 2? Z =VY 3VJ .: : ;,* H W 3V[Z VM L_[YHZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

* ;;:5 :46/ UL^ 2PUN .HYTPU 0-9 5L^ WHPU[ 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H` ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ !

*LZZUH 7PSV[ *LU[LY -SPNO[ ZJOVVS ZHSLZ THPU[LUHUJL ;YHKL >PUKZ (]P H[PVU 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( ;YHKL>PUKZ(]PH[PVU JVT

5L^ *LZZUH (PYJYHM[ *LZZUH +LHSLY ZPUJL )YPKNLMVYK -S`PUN :LY]PJLZ 5HWH *( ^^^ IMZUHWH JVT !

*LZZUH :HSLZ :LY]PJL *LU[LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[HH]PH[PVU JVT !

* 5 ;; :46/ 5L^ WHPU[ 3V^ KV^U MPUHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

*LZZUH 2PUN 0-9 -YLZO HU U\HS ]PZ[H']PZ[HH]PH[PVU JVT VY !

* 7 :46/ 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! *LZZUH 5 :46/ 0-9 ^PSS MPUHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * :46/ 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! *LZZUH OW TVK :46/ 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *LZZUH :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! * ZX\HYL [HPS :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * 5 ;; :46/ 0-9 MPUHUJL [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * :46/ 5L^ 7 0 HUU\HS )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

7YVWLSSLYZ 7\ISPJH[PVUZ :HPSWSHULZ :VHYPUN :LY]PJLZ :PT\SH[VYZ :WVY[ <S[YHSPNO[Z :[HYK\Z[LY :[LHYTHU :[PUZVU :^HW ;YHKL ;H`SVYJYHM[ ;PLKV^UZ =PKLVZ 7OV[VNYHWO` >HYIPYKZ >VYRZOVWZ

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

*644(5+,9 96*2>,33

*VTTHUKLY ;; ^ MYLZO HUU\HS .5: > > 2-* MK HW TVYL 6UL V^ULY WHTWLYLK HUK OHUNHYLK 5+/ 6MMLY >PZJVUZPU (]PH [PVU >H[LY [V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !

.9<44(5 .Y\TTHU ;PNLY ;;:5 :-6/ KPNP[HS 0-9 H W -YLZO HUU\HS (TLYPJHU (PYJYHM[ :HSLZ /H` ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! .Y\TTHU (( ) )LH\[PM\S YLZ [VYH[PVU I` /(: ;; :46/ 5L^ 7 0 NSHZZ OHUNHYLK :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! .Y\TTHU (( ;; :46/ 0-9 .VVK 7 0 SVNZ 5+/ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

4665,@ 4VVUL` 4:, 4 1 ;;:5 2PUN H]PVUPJZ .7: 2(7 H W 6UL V^ULY OHUNHYLK :5 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PY WVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! 4VVUL` 4 , ;; ;; OW ;; WYVW 24( H\KPV WHULS 2? UH] JVT ^ .: TVYL (U L_JLW[PVUHSS` MHZ[ 4VVUL` :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

707,9 :05.3,: 7PWLY (YJOLY 00 ;;:5 :-94 2PUN KPNP[HS 0-9 .7: 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPY JYHM[ UL[ ! 7PWLY 1 *\I ;;:5 :46/ 9LZ[VYLK [V VYPNPUHS JVUKP[PVU (TLYPJHU (PYJYHM[ :HSLZ /H` ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! 7PWLY (YYV^ ;;:5 6UL V^ULY OHUNHYLK :5 5+/ 3PRL UL^ (TLYPJHU (PYJYHM[ :HSLZ /H`

February 2012

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^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ !

>LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !

WVY[ >0 >PZJVUZPU( ]PH[PVU JVT !

(YYV^ ;;:5 :46/ .HYTPU 0-9 .HYTPU SPURLK [V AHVU ;YHMMPJ (SLY[ : ;,* ZWLLK TVKZ 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ !

7PWLY *OLYVRLL ;; :-94 2? ^ NSPKLZSVWL ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

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7PWLY (YJOLY 00 ;;:5 :46/ .HYTPU .7: H W MHJ[VY` H J 5+/ 6MMLY (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPY JYHM[ UL[ ! 7PWLY *OLYVRLL OW ;;:5 :46/ KPNP[HS =-9 6YPNPUHS 7 0 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYP JHUHPYJYHM[ UL[ ! 7PWLY >HYYPVY 00 ;;:5 :-6/ KPNP[HS 0-9 *LU[\Y` 0 H W 5PJL 7 0 5+/ (TLYPJHU (PY JYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! 7PWLY >HYYPVY 00 ;;:5 :46/ :;6/ 2PUN 0-9 -YLZO HUU\HS 5+/ (TLYPJHU (PY JYHM[ :HSLZ /H`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

7PWLY (YYV^ 00 ;; :46/ OW .YLH[ OPZ[VY` ZHTL VÛLY `YZ -HU[HZ[PJ ]HS\L ; 1 (PYJYHM[ :HSLZ 5V ]H[V *( ^^^ [QHPY JVT ! 7PWLY 4HSPI\ 4PYHNL ;; UL^ .HYTPU WRN I` *\[[LY (]PH[PVU 7/? (PY +H[H JVTW\[LY ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY (YJOLY ;; :46/ .HYTPU .5: ^ UH] JVT .7: TV]PUN THW 2PUN H]PVUPJZ (\[V *VU[YVS 000) H W WHPU[ UPJL ; 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[VÛ 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU 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[VÛ 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !

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

:769; <3;9(30./;: 9LTVZ .? 7YLJPZLS` LUNPULLYLK MVY -<5 .LYTHU LUNPULLYPUN X\HSP[` HUK WLYMVYTHUJL 9LTVZ (PYJYHM[ 9,46: ^^^ YLTVZ JVT ! 5L^ AVKPHJ */ ?3 :3:( ;; .HYTPU .4( ^ 4) :3 +PNP-SPNO[ 00 ,-0: + ^ IH[[ IHJR\W TVYL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

>(9)09+:

707,9 ;>05:

1,;:

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

-V\NH 4HNPZ[LY TPK [PTL LUNPUL J\Z [VT )S\L (UNLSZ WHPU[ 6)6 [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

(a[LJ .VVK [YHPULY [PTL I\PSKLY )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! ;\YIV (a[LJ :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 :46/ 5HYJV *LU[\Y` 000 5L^ 7 0 NSHZZ HUU\HS 6)6 )VI *\SSLU *OPUV (PY JYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 ;; :46/ .HYTPU -\SS KL PJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !

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 (a[LJ - ;; :46/ UPJL WHULS K\HS .HYTPU Z 9+9 2*: ( /:0 (S[PTH[PJ 000* JV\WSLK H W 2; ( +4, *VSSPZPVU (]VPKHUJL :`Z[LT UPJL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJP WHS (PYWVY[ >0 >PZ JVUZPU(]PH[PVU JVT !

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 !

:;05:65

;\YIV 3HUJL ;; :46/ */? 4-: [YHMMPJ HPY /HU NHYLK SVNZ 5+/ UPJL :[L]L

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

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

7PWLY *OLYVRLL *Y\PZLY ;; :46/ NVVK JVZTL[PJZ 3VNZ 5+/ :[L]L >LH ]LY (PY JYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

/64,)<03;:

-HPYJOPSK 7; 9HYL IHYU MPUK 0U KY` Z[VYHNL ZPUJL 3LM[ PU [OL LZ[H[L VM [OL SH[L V^ULY :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !

: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/ :6/ 24( ;:6 H\KPV WHULS 3VHKLK 5+/ SVNZ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

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

:[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 .;: ;; (]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

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 ! .YLH[ 3HRLZ ; ( (JYVIH[PJ ;; 3VNZ ILH\[PM\S ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! >PUN +LYYPUNLY + ;; :-6/ 9LJLU[ PU[LYPVY L_JLSSLU[ WHPU[ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

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

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

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;@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

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 WHPY :[H[PVU 4VZ[ THQVY IYHUKZ (PY[YVU PJZ *HSH]LYHZ *V\U[` (PYWVY[ *( ^^^ HPY[YVUPJZ PUMV *VTL ZLL V\Y .HYTPU .;5 KLTV \UP[ VY ]PZP[ ^^^ HLYPHSH]PVUPJZ JVT MVY TVU[OS` ZWLJPHSZ (LYPHS (]PVUPJZ :HU 1VZL 9LPK /PSS]PL^ (PYWVY[ QVLT'HLYPHSH]PVUPJZ JVT 366205. -69 (=0650*:& ;Y` =PZ[H (]PH[PVU H KLHSLY MVY TVZ[ THQVY IYHUKZ 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 =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT !

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

(09*9(-; 7(9;: 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

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6?@.,5 :<7730,:

(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 (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 ;?

(09*9(-; -05(5*05.

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

.L[ [VW YL[HPS MVY `V\Y HPYJYHM[ (PYJYHM[ ZHSLZ QL[ ZHSLZ THUHNLTLU[ MPUHUJPUN <:( (PYJYHM[ )YVRLYZ !;-5

9LHK` [V TV]L \W& 3L[ V\Y `LHYZ VM L_WLYPLUJL [\YU `V\Y WYLZLU[ HPYJYHM[ PU[V JHZO :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

: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 !

>L 5LLK 0U]LU[VY` =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[H HPY JVT !;-5

HUK WHULS TV\U[ .7: NSHZZ JVJRWP[Z .HYTPU 3V^YHUJL )LUKP_2PUN (]P K`UL 89,- JVT 89,-

(=0650*: .L[ [OL TVZ[ MYVT `V\Y .7: 7VY[HISL

!;-5

,5.05,: 9LUL^ HUK PTWYV]L `V\Y ^ ;`WL *LY[PMPLK -(( (WWYV]LK :\WLY/H^R :;* 0UJYLHZLZ ZHML[` WLYMVYTHUJL HUK ]HS\L 7LUU @HU (LYV 7LUU@HU(LYV JVT 8\HSP[` :LY]PJL 7YPJL RLLWPUN [OL JVZ[ VM HPYJYHM[ LUNPUL THPU[LUHUJL KV^U (PYJYHM[ :WLJPHS[PLZ :LY]PJLZ ;\SZH 62 ;OL 5HTL [V 9LTLTILY MVY (PYJYHM[ ,UNPUL 7HY[Z HUK :LY]PJL *VTWSL[L HZZLTISPLZ H]HPSHISL .PIZVU (]PH[PVU ,S 9LUV 62 6PS -PS[LY (KHW[LYZ MVY *VU[PULU[HSZ

Celebrating Twenty-Eight Years of In Flight USA

56 - 4 ,U[LYWYPZLZ )VYNLY ;? ^^^ MT LU[LYWYPZLZ JVT 4HQVY 6]LYOH\SLK ,UNPULZ :WLJPHS PaPUN PU 7YH[[ >OP[UL` 3HYNL PU]LU[VY` *V]PUN[VU (PYJYHM[ ,UNPULZ 6RT\SNLL 62 9HKPHS +P] ;\YIPUL +P] *\Z[VT I\PS[ :[YH[VMSL_ OVZL HZZLT ISPLZ OVZL RP[Z -HZ[ ZLY]PJL X\HS P[` ^VYRTHUZOPW ( , 9 6 :OVW L_[ OVZLZOVW'HLYVPUZ[VJR JVT 4HNUHMS\_PUN A`NSV PUZWLJ[PVUZ LUNPUL WYLWZ THJOPUPUN *VTWSL[L V]LYOH\SZ VU HSS *VU[PULU[HSZ 3`JVT PUNZ -S` PU KYVW P[ VMM *VYVUH (PYJYHM[ ,UNPULZ *VYVUH (PYWVY[ *( ^^^ JVYVUHLUNPULZ JVT

(09-9(4, *65:;9<*;065 8\HSP[` 7HY[Z 9LHK` [V :OPW -(( 74( HWWYV]LK .SVIL -PILYNSHZZ 3HRLSHUK 3PUKLY (PYWVY[ -3 ^^^ NSVILMPILYNSHZZ JVT

7(05;05. <7/63:;,9@ (PYJYHM[ 0U[LYPVYZ OHUKJYHM[LK J\Z [VT KLZPNULK (SS WYVK\J[Z ZLSM L_[PU N\PZOPUN HUK TLL[ Z[YPJ[ -(( JYP[LYPH )\JOHUHU (]PH[PVU :LY]PJLZ *VUJVYK *( -YVT 1LUU`Z [V 1L[Z *VTWSL[L PU[LYPVY YLM\YIPZOTLU[ :R` 9HUJO <WOVSZ[LY` 4HYPU *V\U[` (PY WVY[ .UVZZ -PLSK 5V]H[V *( :WLJPHSPaPUN PU .( JVYWVYH[L HPY JYHM[ .PV[[V Z (PYJYHM[ 0U[LYPVYZ :HU 1VZL 1L[ *LU[LY *( ^^^ NPV[[VHPYJYHM[PU[LYPVY JVT 8\HSP[` *\Z[VT 0U[LYPVY 9LM\YIPZO TLU[Z KLZPNULK HUK JYLH[LK Q\Z[ MVY `V\ -(( HWWYV]LK YLWHPY Z[H[PVU ,SP[L (PY 0U[LYPVYZ 4H[OLY *( ^^^ LSP[LHPYPULYPVYZ JVT

/(5.(9: ;0,+6>5: (]PH[PVU )\PSKPUN :`Z[LTZ J\Z[VT KLZPNULK OHUNHYZ ;LLZ ZOHKL WVY[Z 9 4 :[LLS *V *HSK^LSS 0+ !;-5 *HSPMVYUPH *P[` 4\UPJPWHS (PYWVY[ ;^V HPYJYHM[ OHUNHYZ ZX M[ VU WYP]H[L HJYLZ *VU[HJ[ :HT /LSSLY 2LSSLY >PSSPHTZ 9LHS[` ZHT'ZHTOLSSLY JVT /HUNHYZ MVY 9LU[ H[ >OP[LTHU (PY WVY[ 7HJVPTH *( 5L^ =PZ[H (]PH[PVU *VTWSL_ *HSS 7LUU` VY WLUU`']PZ[HH]H[PVU JVT

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6--0*, :7(*, (]HPSHISL! -SPNO[ :JOVVS 6MMPJL :WHJL ZX M[ WS\Z [PLKV^UZ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( VY LTHPS HLYVMS['WHJ ILSS UL[ ! 5,> 6--0*, :7(*, ZX M[ VM UL^ VMMPJL ZWHJL V]LY SVVRPUN Y\U^H` VU UK MSVVY *\IPJSLZ KLZRZ H]HPSHISL *HSS 7LUU` VY WLUU`']PZ[HH]H[PVU JVT =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ 7HJVPTH *( !

/,37 >(5;,+ 044,+0(;, 7,94(5,5; 67,505.: ++++

-30./; 05:;9<*;69 MVY )\Z` *LZZUH 7PSV[ *LU[LY 4\Z[ OH]L L_WLYPLUJL VY ZLUK YtZ\Tt [V MS`']PZ[HHPY JVT ! 05 -30./; <:( [OL SLHKPUN ZV\YJL VM NLULYHS H]PH[PVU UL^Z ZLLRZ ^YP[LYZ HUK WOV[VNYHWOLYZ [V JV]LY HSS HZWLJ[Z VM H]PH[PVU :LUK HU :(:, MVY ^YP[LY» Z N\PKLSPULZ [V! 0U -SPNO[ <:( 7 6 )V_ :HU 4H[LV *( ;-5 5V^ /PYPUN 4LJOHUPJZ 0UZ[Y\J[VYZ *-0 *-0 00 HUK 4,0 5PJL (PY 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( :LUK YtZ\Tt [V PUMVYTH[PVU' UPJLHPYH]PH[PVU JVT

)<:05,:: 67769;<50;0,:

.LULYHS (]PH[PVU :LY]PJLZ -(( *OHY[Z (]HPSHISL PU 5V*HS :OLSS (]PH[PVU 7YVK\J[Z *OPJV *( +PHTVUK :LY]PJL *LU[LY THPU[LUHUJL YLU[HSZ MSPNO[ ZJOVVS [PLKV^UZ HUK OHUNHYZ !;-5 -(( HWWYV]LK -SPNO[ :JOVVS 9LWHPY :[H[PVU HPYSPUL ZH[LSSP[L ^LH[OLY L_WLYPLUJLK Z[HMM (SS HPYWSHUL JV\YZLZ HUK 0U[LYUH[PVUHS -SPNO[ ;YHPUPUN (\ [OVYPaLK -(( JVTW\[LY [LZ[ ZP[L 5PJL (PY 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( ^^^ UPJLHPY UL[ >PZJVUZPU Z 7YLTPLY -\SS :LY]PJL -)6 3VJH[PVUZ PU >H[LY[V^U 4HKPZVU 1\ULH\ >PZJVUZPU (]PH[PVU >PZJVUZPU(]PH[PVU JVT !

3HYNLZ[ 5L[^VYR VM (PYJYHM[ )YV RLYZ PU [OL <UP[LK :[H[LZ )LJVTL HU (PYJYHM[ )YVRLY · (]HPSHISL PU @V\Y (YLH :[HY[ [VKH` ^P[O <:(» Z WYV]LK Z`Z [LT MVY SPZ[PUN HUK ZLSSPUN L]LY`[OPUN MYVT OPNO WLYMVYTHUJL ZPUNSL LUNPUL HPY WSHULZ JHIPU JSHZZ [OYV\NO QL[Z HUK OLSPJVW[LYZ QL[ MYHJ[PVUHS ZOHYLZ 0U JS\KLZ T\S[P TPSSPVU KVSSHY PU]LU[VY` MYVT ^OPJO [V Z[HY[ ZLSSPUN *VTWSL[L [\YU RL` WYV]LK Z`Z[LT 5V L_WLYP LUJL ULJLZZHY` >PSS [YHPU 3PJLUZLK <:( (PYJYHM[ IYVRLYHNL ;\YU RL` Z[HY[ \W >PSS MPUHUJL H[ UV PU[LYLZ[ 3PTP[LK VMMLY H]HPSHISL PU LHJO HYLH *HSS [VKH` =PZP[ )\ZPULZZ 6WWVY[\UP[` :LJ[PVU H[ ^^^ \ZHHPYJYHM[ JVT !;-5

7036; :<7730,: :JOL`KLU 7YLJPZPVU :\U ,`L^LHY UL^ ¸ 9LHKLY ?¹ 3LUZ 6UL MYHTL MVY SPNO[ KHYR ULHY HUK MHY ZJOL`KLU JVT ;OL (PYWVY[ :OVWWL 9LPK /PSS]PL^ (PY WVY[ :HU 1VZL *( VYKLYZ ^^^ HPYWVY[ZOVWWL JVT (PYJYHM[ :WY\JL :\WWS` -YLL

February 2012

:[LYSPUN .( 7YVMLZZPVUHS :LY]PJLZ (PYJYHM[ ZHSLZ 5((( JLY[PMPLK HWWYHPZHSZ -+0* 9;* HWWYV]LK JVTW\[LYPaLK 43: H]PH[PVU JVUZ\S[PUN JVZ[ LMMLJ [P]L HUHS`ZPZ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! +VU [ SVZL [OH[ TLKPJHS ;OL 3P]L MVY /LHS[O >LSSULZZ 7YVNYHT JHU OLSW *HSS MVY MYLL JVUZ\S[H[PVU ,TLYHSK =HSSL` >LSSULZZ *SPUPJ VY ]ZP[ ^^^ LTLYHSK^LSSULZZ JVT :HSLZ <ZL ;H_ YLWYLZLU[H[PVU PU [OL :[H[L VM *HSPMVYUPH 5V JVZ[ UV VISPNH [PVU JVUZ\S[H[PVU (,96 ;(? *VTWSP HUJL ,_WLY[Z ^^^ (,96 ;(? JVT

5L^ +9, ; ;OL TVZ[ WV^LYM\S (59 H]PH[PVU OLHKZL[ H]HPSHISL 5VPZL JHUJLSPUN 4 ^ TPJ T\MM +9, *VT T\UPJH[PVUZ *V ^^^ KYLJVTT\UPJH[PVUZ JVT

(PY :OV^ 7YVK\J[PVUZ >OLYL 0THNLZ ;HRL -SPNO[ (PYZOV^ HUK HLYPHS WOV[VN YHWO` ^^^ HPYZOV^WYVK\J[PVUZ JVT

*3<): 69.(50A(;065: ! +P]VYJL 7H[LYUP[` *HZLZ *VU[HJ[ 3H^`LYZ MVY 4LU Z 9PNO[Z ^^^ TLUZYPNO[ZSH^`LYZ JVT 6M MPJLZ VM :[\HY[ 1 -HILY (]PH[PVU :VJPHS 4LKPH ,_WLY[Z <ZL UL^ [LJOUVSVNPLZ [V JVTT\UPJH[L `V\Y TLZZHNL +HZO (PY 33* O[[W! KHZO HPY ISVNZWV[ JVT VY LTHPS KHZO HPY'JVTJHZ[ UL[

7<)30*(;065:

(=0(;065 (9; .0-;: -S`PUN ;PNLYZ >PULZ H[ -PUL >PULZ @V\ 6YKLY VUSPUL H[ ^^^ MPUL^PULZ `V\ JVT

4<:,<4: ,(( (PY=LU[\YL 4\ZL\T >P[[THU -PLSK 6ZORVZO >0

;OL >VYSK )LULH[O ;OLPY >PUNZ ( 5L^ 4PSSLUUP\T VM -LTHSL (]PH[VYZ I` 1\SPL 1LY]PZ 0UZWPYPUN Z[VYPLZ VM VM [OL UH[PVU» Z [VW ^VTLU H]PH[VYZ +LHSLY PUX\PYPLZ PU]P[LK ;V YLZLY]L `V\Y JVW` JHSS !;-5

*(- (YPaVUH >PUN (]PH[PVU 4\ZL\T -HSJVU -PLSK 4LZH (A ^^^ HaJHM VYN

(PY 9HJPUN /PZ[VY` IVVRZ I` 5PJOVSHZ ( =LYVUPJV HUK ( 2L]PU .YHU[OHT! 9HJPUN )LHYJH[Z HUK *VYZHPYZ HUK .YPM MVU 7V^LYLK 4\Z[HUNZ LHJO 6YKLY VUSPUL ^^^ WHJHLYVWYLZZ JVT VY ^YP[L 7HJPMPJ (LYV 7YLZZ 7 6 )V_ :HU *HYSVZ *(

/PSSLY (]PH[PVU 4\ZL\T :HU *HYSVZ (PYWVY[ *(

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Continued from Page 51 Leenhouts, President of Sun ‘n Fun outbid all for the Garmin AERA GPS 796 Americas XM (donated by Garmin) with all proceeds going to the local EAA Young Eagles Chapter. Craig Fuller, President of AOPA and Rod Hightower, President of EAA both gave speeches this year, which drew standing room only crowds for each event. Exhibitors had great things to say about this year’s Expo: “We will sell 6-10 planes just from the show!” said Roger Dubbert, with Zenith. Rob Rollison of Aerotrek Aircraft said, “Sold two planes…Combination of upsurge in LSA market, and good weather. We’ve been doing this show for eight years.” Hansen Air Group’s Mike Hansen had this to say, “Just about everyone that walked in stopped by the Comet. We gave three press demo rides and four interviews with the press.” Don Ayers, Founder and CEO of US Sport Aircraft was enthusiastic when he said, “We did very well at the show. I like working with Expo more than any other show...it’s important to keep the venders happy–Expo does this.” Randy Schlitter, President of Rans remarked, “The show is one of my favorite shows. It’s productive with good traffic. We always know we’ll make sales because of the show.” The Light Sport Aviation (LSA) Show featured the best and the newest in the LSA community, and included conventional aircraft, kit planes, powered parachutes, trikes, gyros, amphibians, and innovative designs such as electrically powered aircraft. Dates for next year have been tentatively set for Jan. 17-20, 2013. For more facts, exhibitor quotes, and photos from the four-day Expo visit http://www.sportaviation-expo.com/.

U.S. Sport Aviation Wrap Up

U.S. Sport Expo Photos

Celebrating Twenty-Eight Years of In Flight USA

February 2012

AD INDEX ACT ........................................46

Arizona Type Ratings ............24

Globe Fiberglass ....................44

Select AirParts ........................59

Aerozona Parts........................46

Associated Sales Tax ..............49

Harbor Freight ........................11

Sheble................................30, 31

Aircraft Insurance Agency ....27

Aviation Insurance Res...........22

Hartwig....................................20

Sky Ranch Upholstery............27

Aircraft Magneto Service ......39

Aviation Supplies....................20

HME Watches ............................

Stanford Univ. Research ........43

Aircraft Specialties Service....19

Buchanan Aviation..................41

Start Pac ..................................10

Aircraft Spruce........................15

Chino Aircraft Sales ..............42

J.T. Evans ..................................4

Sterling Air..............................35

Airguide ..................................32

Corona Aircraft Engines ........36

Jorgensen Lawrence ..............58

Steve Weaver Aircraft Sales ..26

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

Divorce for Men ....................40

Loop Net ................................44

T.J. Aircraft Sales....................23

Airtronics ................................48

Dragonfly Aviation ................45

Mountain High Oxygen ........14

Tiffin Air..................................47

American Aerobatics ..............13

Eddie Andreini........................38

Nice Air ..................................33

Tsuniah Lake ..........................28

American Aircraft Sales ........53

Elite Air Interiors ....................28

Pacific Coast Dream Machines40

USA Aircraft Brokers ............13

Ameritech..................................7

Fly It 21, 60

QREF Media ..........................18

Vista........................................ 25

AMR&D ................................16

Flying Tigers Wine ................16

R&M Steele ............................46

Wicks Aircraft ........................39

AOPA ........................................9

Gibson ....................................22

San Carlos Airport ..................24

Zannette Aircraft Ins.................5

Arizona Soaring......................52

Giottos Aircraft Interiors ........10

Schweiss Doors ......................46

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