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ON
THE
COVER
In Flight USA Celebrating 30 Years
NASA’S ORION TRAVELS COUNTRY
A test version of NASA’s Orion spacecraft has taken to the road, as it makes its way across country for recovery tests off the coast of California. The mockup rolled away from NASA’s Langley Research Center in Hampton, Va., on Dec. 11, and will arrive at Naval Base San Diego in California in early January. There, the Orion stand-in will be used in February to support tests simulating the recovery of Orion following its return from space. The Orion mockup will travel through Virginia, Tennessee, Arkansas, Texas, New Mexico and Arizona before crossing the California border. For updates on where the capsule is or is headed, follow @NASA_Orion on Twitter. If spotted, individuals are encouraged to share their photos of the mockup via social media using the hashtag #SpotOrion. The mockup, called a boilerplate test article, has already been used in a number of tests to ensure that Orion will be ready for its first mission, Exploration Flight Test-1 (EFT-1), scheduled for September 2014. That mission will take Orion to
See If You Can #SpotOrion
Above: Orion technicians at the Operations and Checkout Facility at the Kennedy Space Center move the Orion Exploration Flight Test 1 Crew Module from the clean room into the Birdcage fixture. The fixture is designed to enable precise pre-launch processing of the Orion spacecraft.(NASA) Right: Orion’s journey across the country. (NASA/ Google Earth) 3,600 miles above the Earth’s surface viding NASA and the before returning it at speeds of up to Navy the opportunity 20,000 miles per hour for a splash landto recover the capsule and bring it into ing in the Pacific Ocean. the well deck of the USS San Diego. During the underway recovery tests While deployed, the team will seek out in San Diego, the mockup will be set various sea states in which to practice the adrift in open and unstable waters, procapsule recovery procedures. This will
January 2014
help build a knowledge base of how the capsule recovery differs in calm and rough seas and what the true physical limits are. The 18,000-pound mockup is a fullsize replica of the Orion spacecraft currently being built at NASA’s Kennedy Space Center. NASA and the Navy previously used this mockup to practice recovery in calm seas during a stationary recovery test in August, 2013 where the spacecraft was set adrift in the waters of Naval Station Norfolk in Virginia and
recovered into the docked well deck of the USS Arlington. The mockup was also dropped from 25 feet above the water of Langley’s Hydro Impact Basin to simulate different splashdown scenarios.
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TABLE Volume 30, Number 5
OF
CONTENTS January 2014
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
ON THE COVER COVER STORY
PHOTO FINISH
NASA’S ORION SPACECRAFT
THERE’S A NEW AVIATRIX IN TOWN
Orion Travels the Country Page 4
Photos & Story By Denise Rae Donegan Starts on Page 54
Pilot Report By Ed Downs....Page 28
Cover Photo Courtesy of NASA / David C. Bowman
NEWS
A test version of NASA’s Orion spacecraft gears up to take a long road trip. Image Credit: NASA/David C. Bowman
Small Aircraft Revitalization Act Applauded by NBAA ..............6 Regulating Sleep Disorders ..........................................................8 GAMA on State of American Aviation ........................................11 AOPA to FAA: Withdraw AD on Edi Cylinders ..........................13 Red Bull Air Race World Event Tickets on Sale ........................16 GAMA Pushes For Action on 10-Year-Old Rule ........................19 CAP Rescue Efforts Lead to Six Saves ....................................24 Budget Woes Cause AF to Redefine Priorities..........................36 AF Thunderbirds On AirVenture Schedule ................................37 SAFE Says In-Flight Control Loss Can Be Fixed......................40 Reno Air Races Are On! ..............................................................44 Textron Buys Beechcraft ............................................................48 Shell Removes Lead From Aircraft Fuel ....................................49 QuickSilver Completes Flight Testing of SLSA ........................50 Ohio Teen Wins NAHA Flight Scholarship................................52
COLUMNS Contrails: Déjà vu All Over Again by Steve Weaver ..............17
FEATURES & SPECIAL SECTIONS
What’s Up?!: Ditch the Anger
Falling Upwards Chronicles Early Ballooning By Mark Rhodes ..........................................................10 Learning to Fly in the 1940s By Charlie Briggs ..........................................................20 Allergic Rhinitis: Tis the Season By Dr. Susan Biegel ......................................................22 In Flight USA Exclusive: The Orion Spacecraft By Ed Downs ................................................................28 Minot’s Illustrations At Norman Rockwell Museum By Mark Rhodes ............................................................35 Green News: Shell Removes Lead From LSA Fuel ..................................................................................54
Flying WIth Faber:The Rubber Chicken
by Larry Shapiro ..............26 by Stuart J. Faber ............31 Goodies and Gadgets ......................................37 Safe Landings: Autoflight /Situational Awareness ........43 Tips from the Pros: How High is High? by Bob Turner ..................53 The Pylon Place: The Future of Reno Air Races by Marilyn Dash ..............45
DEPARTMENTS Headlines Online (www.inflightusa.com) ....................7 Calendar of Events ........................................................9 Classifieds ....................................................................56 Index of Advertisers ....................................................58
2014 US SPORT AVIATION EXPO, JAN. 16-19 ..............42
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IN HEARING TESTIMONY, BOLEN UNDERSCORES GUIDING PRINCIPLES FOR FUTURE AVIATION PLANNING In Flight USA Celebrating 30 Years
January 2014
Highlights Importance of Industry Input on Direction of FAA Programs
In testimony before a U.S. House of Representatives subcommittee hearing on aviation policy in December, National Business Aviation Association (NBAA) President and CEO Ed Bolen reiterated his Membership’s commitment to continued support for aviation system modernization, and collaboration with the Federal Aviation Administration (FAA) in preserving America’s world-leadership role in aviation. “The general aviation community is committed to working with the FAA, Congress and others to explore ways to do more, and do it better, with regard to aviation safety, operations and technologies, despite flat or declining government resources,” Bolen stated before the aviation subcommittee of the House Committee on Transportation & Infrastructure. “We want to be a constructive party in this conversation.”
Bolen addressed key aspects the NBAA believes are imperative for the agency to perform its mission effectively, while also reducing costs. These include streamlining the certification process for light aircraft; moving toward further consolidation of agency departments and functions, as outlined in the FAA Modernization and Reform Act of 2012; and prioritizing development of NextGeneration (“NextGen”) air traffic control management technologies. “As the members of this subcommittee are well aware, the transition to a ‘NextGen’ air-transportation system will advance important national objectives, including further reduction of the industry’s environmental footprint, the reduction of long-term costs at the FAA, enhancements to safety, expansion of system capacity and reductions in delays,” Bolen said. “No other nation’s aviation
system comes close to matching our own; at the same time, we recognize that this is not a time for complacency, or for accepting the status quo.” Bolen also highlighted three of NBAA’s “Guiding Principles” for lawmakers and the FAA to follow in coming policy and legislative discussions affecting the general aviation (GA) community, including business aviation: • Federal investment in the FAA through a robust general fund contribution to the agency’s operating budget; • Preservation of the general aviation fuel-based revenue system, which provides an efficient, fair funding mechanism from the GA community, while also encouraging investment in newer, cleaner, quieter and more efficient aircraft; • Continued direct congressional oversight over the FAA funding system, providing a stable and consistent level of
funding for the national aviation system. Bolen concluded his remarks by commending aviation subcommittee members for engaging with industry representatives and other stakeholders in this and future discussions on strengthening the nation’s aviation infrastructure. “Ensuring that the United States continues to lead the world in aviation is clearly in our country’s interest, and must remain a national imperative,” he said. “NBAA and the larger business aviation community look forward to working with you and other congressional leaders on policies that support our nation’s aviation system today, and ensure that it retains its world-leadership position in the future.” View the written version of Bolen’s testimony before the Aviation Subcommittee.
Make a New Year Resolution Worth Keeping... Clean out your FAVORITES and add
WWW.WINGSOVERKANSAS.COM Visit In Flight USA’s website for the latest aviation news...www.inflightusa.com
HEADLINES ONLINE January 2014
www.inflightusa.com
7
Visit In Flight USA’s website to read these stories and more...
a t w w w. i n f l i g h t u s a . c o m
SEAN TUCKER USING AVIATION TO PROFOUNDLY IMPACT YOUNG LIVES By EAA Staff
EAA’s Young Eagles Chairman Sean D. Tucker is very excited about a new program he's getting off the ground in his hometown of Salinas, Calif., whose purpose is to change lives of at-risk youth through aviation. Although not an EAA program, Tucker says it wouldn't have ever happened without EAA. Read more...
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A STOL CH 750 recorded a first recently when it became the first Zenith kit aircraft to fly in North America powered by the new Rotax 912iS engine. The flight took place in Vernon, British Columbia, Canada, and was a collaboration between kit supplier Zenith Aircraft Co., engine installer Rotech Research Canada Ltd., and airframe assembler Skytek Aircraft Services. Skytek also developed the firewall-forward package for completing the engine installation. Read more...
RESTORED TREASURE: RECOVERED NAVY HELLCAT DEDICATED AT PENSACOLA By EAA Staff (photos courtesy EAA)
On January 20, 1999, Taras Lysenko of A&T Recovery in Chicago submitted a proposal to the United States Navy to rescue several World War II aircraft submerged beneath the icy waters of Lake Michigan. They had crashed during carrier training operations for WWII pilots in the 1940s. Among the wrecks was a Grumman F6F-3 Hellcat, BN 25910, which crashed more than five decades earlier while attempting to land on the USS Sable. Read more...
CESSNA REVEALS RESTORED L-19, DODGE AUCTION PACKAGE
Cessna Aircraft Company unveiled the restored 1959 Cessna L-19E “Bird Dog” to be auctioned at the 43rd annual BarrettJackson car auction in Scottsdale, Ariz. The L-19E will be auctioned alongside a Dodge M37 truck restored and donated by Okoboji Classic Cars, forming a unique pair of historical items offered in a single auction lot. Cessna recently announced it would donate the aircraft for auction with proceeds benefiting the Armed Forces Foundation (AFF). Read more...
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REGULATING SLEEP DISORDERS In Flight USA Celebrating 30 Years
8
I
By Mark Baker
President and CEO AOPA f you’ve been following the news in general aviation, you’re bound to have heard about the FAA’s new sleep apnea policy. I’ve certainly heard from a lot of AOPA members who have strong opinions on the subject. I’m oversimplifying a bit, but here’s essentially what happened. The FAA flight surgeon published an article saying the FAA would require all pilots with a body mass index (BMI) of 40 or more to be tested, and if necessary treated, for obstructive sleep apnea before they could receive a medical certificate. Over time, he said, that policy would extend to many more pilots with much lower BMIs until
the FAA was confident they had screened out all of those at risk for the disorder. Sleep apnea is serious, and can lead to many severe health consequences. No one at AOPA objects to pilots seeking treatment for sleep apnea or other sleep disorders – in fact, we encourage it. But we have been objecting strenuously to a couple of things the FAA has done with this new policy. The first issue is that by simply announcing a new policy the FAA completely bypassed the rulemaking process, which exists so that experts and the public have a chance to comment before new rules go into effect. You could think of it as “due process” for making new rules. The second problem with the FAA’s approach is that it amounts to regulating
January 2014
preventive medicine. With this policy the FAA wants anyone who might be at risk for sleep apnea to undergo expensive and intrusive testing by a board-certified sleep specialist. When the new policy is expanded to any pilot with a BMI more than 30, the technical threshold for obesity, more than 120,000 pilots would have to undergo testing and seek special issuance medicals. And we should ask ourselves what kind of precedent that sets. What’s next? Will the FAA require everyone with a family history of heart disease to take a stress test with a cardiologist before they can get a medical? What about those with risk factors for diabetes, depression, or cancer? If the FAA can mandate testing for large groups of pilots based only on
FAA PUTS SLEEP APNEA POLICY
ON
Agency Plans Stakeholder Discussions
their perceived risk factors for disease, we’ll all need to invest thousands of dollars on unnecessary medical tests, not to mention weeks or months waiting for special issuance medicals, even when there is absolutely nothing wrong with us. At the urging of AOPA and others, our friends in Congress have taken swift action, introducing legislation that will force the FAA to use the rulemaking process before imposing new rules for sleep disorders, and we appreciate their efforts. But we still need to ask ourselves whether the FAA belongs in the business of preventive medicine. I believe the answer is “no.”
HOLD
The Federal Aviation Administration (FAA) has announced it will put its controversial sleep apnea policy on hold, opting instead to work with stakeholders to find a more acceptable way to address concerns about undiagnosed sleep disorders in pilots. Federal Air Surgeon Fred Tilton contacted AOPA Thursday, Dec. 19, to say that the FAA would not move forward with implementing the policy, which is a reversal from statements made on Dec. 12 when the FAA said the policy was a “process enhancement” and would move forward in January.
“This is an important win for the aviation community, and we appreciate the FAA’s willingness to step back from its previous position, open discussions with stakeholders and find a better path forward,” said AOPA President Mark Baker. “We look forward to collaborating with the FAA to resolve their safety concerns in a way that makes sense.” AOPA has vocally opposed the policy, which would require sleep apnea testing, and if necessary treatment, for all pilots with a body mass index (BMI) of 40 or higher. Under the policy, testing would later expand to include more than
120,000 pilots with a BMI of 30 or greater. Air traffic controllers also would be affected. The issue was discussed during a Dec. 18 meeting between AOPA’s Baker and FAA Administrator Michael Huerta. On Dec. 12, Baker wrote to Huerta urging him to withdraw the policy and use the rulemaking process to develop any new requirements regarding sleep disorders. Thursday’s announcement does not affect a bill that would force the FAA to use the rulemaking process before implementing any new policy related to sleep
disorders. That measure has passed out of committee and is ready to move through the full U.S. House of Representatives. The decision not to move forward with the sleep apnea policy also comes just one week after introduction of a bill that would significantly expand the driver’s license medical standard, allowing more pilots to fly more types of aircraft without going through the time consuming and sometimes costly third-class medical certification process. To learn more, visit www.aopa.org.
The Aircraft Owners and Pilots Association (AOPA) expressed enthusiastic support for a bill introduced in the U.S. House of Representatives Dec. 11 that would give the Federal Aviation Administration (FAA) 180 days to redefine its Third Class Medical requirements and allow greater access for pilots to fly. The General Aviation Pilot Protection Act, proposed by Representatives Todd Rokita (R-IN) and Sam Graves (R-MO), and co-sponsored by Rep. Bill Flores (R-TX), Rep. Richard Hanna (R-NY), Rep. Collin Peterson (DMN) and Rep. Mike Pompeo (R-KS), would expand on a petition submitted to the FAA by AOPA and the Experimental Aircraft Association nearly 20 months
ago. The FAA has failed to act on that joint petition, which drew more than 16,000 comments from pilots and interested parties. Reps. Rokita and Graves are active pilots, AOPA members and members of the House General Aviation Caucus, of which Rep. Graves is the Caucus cochair. The co-sponsors are also members of the General Aviation Caucus. “ We have waited far too long for the FAA to act on our petition,” said AOPA President Mark Baker. “As a result, Representatives Rokita and Graves stepped forward to take decisive action in the best interests of fellow general aviation pilots. We appreciate their outstanding leadership on this issue and look for-
ward to seeing this bill move forward quickly.” The bill would significantly revise the Third Class Medical by replacing a brief, compulsory medical examination with a requirement that pilots possess a valid driver’s license as proof of health. It would also limit pilots to flying with no more than five passengers, not above 14,000 feet and at no more than 250 knots, and in aircraft that have a maximum takeoff weight of 6,000 lbs. By way of comparison, most large sport utility vehicles on our nation’s roads weigh in excess of 6,000 pounds and can carry 6-7 passengers. These vehicles may be operated by a licensed driver, in close proximity to other vehicles,
pedestrians and property. They are therefore larger and more cumbersome than the small aircraft that would be operated with proof of a valid driver’s license under the new bill. Other conditions in the bill limit flights to visual flight rules (VFR) and to flights within the United States. Compensation for flights would also be prohibited. The bill gives the FAA 180 days from the date the bill is enacted to adopt the changes. “As a pilot, I am pleased to introduce this important legislation with my colleagues and fellow pilots,” Rep. Rokita said. “This bill eliminates a duplicative Continued on Page 14
AOPA VOICES STRONG SUPPORT FOR LEGISLATION REQUIRING FAA TO REVISE THIRD CLASS MEDICAL REQUIREMENTS
January 2014
www.inflightusa.com
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Twice the Safety, Half the Cost All of us in the general aviation community got some good news just as the holiday season RPJRLK VÉ&#x2C6; 0U JHZL `V\ TPZZLK it in the frenetic activity of this busy time of year, the Small Airplane Revitalization Act became law the day before ;OHURZNP]PUN The law, known as SARA, sets a December 2015 deadline for the -(( [V PTWSLTLU[ JOHUNLZ [V [OL ^H` P[ JLY[PÃ&#x201E;LZ TVZ[ NLULYHS H]PH[PVU aircraft. That may seem a little arcane, especially if you donâ&#x20AC;&#x2122;t own HU HPYWSHUL I\[ P[ ^PSS HJ[\HSS` OH]L HU LUVYTV\Z LÉ&#x2C6;LJ[ VU [OL ^OVSL NLULYHS H]PH[PVU Ã&#x2026;LL[ <UKLY :(9( [OL -(( ^PSS OH]L [V Z[YLHTSPUL 7HY[ VM [OL -LKLYHS (]PH[PVU 9LN\SH[PVUZ IHZLK VU H ZLYPLZ VM PUK\Z[Y` KL]LSVWLK YLJVTTLUKH[PVUZ KLZPNULK [V WYV]PKL ¸[^PJL [OL ZHML[` H[ OHSM [OL JVZ[ ¹ (67( ^HZ HTVUN [OL .( VYNHUPaH[PVUZ [OH[ OLSWLK KL]LSVW [OVZL YLJVTTLUKH[PVUZ ^OPJO ^PSS THRL P[ LHZPLY HUK SLZZ L_WLUZP]L [V \WKH[L [OL L_PZ[PUN Ã&#x2026;LL[ ^P[O Z[H[L VM [OL HY[ ZHML[` LX\PWTLU[ HUK reduce the time and cost to certify new aircraft designs. >P[OV\[ NL[[PUN PU[V [OL ^LLKZ P[»Z PTWVY[HU[ [V YLJVNUPaL [OH[ [OPZ PZ NYLH[ UL^Z MVY L]LY`VUL ^OV Ã&#x2026;PLZ (U`[OPUN [OH[ ZPT\S[HULV\ZS` THRLZ Ã&#x2026;`PUN ZHMLY HUK SLZZ L_WLUZP]L PZ H WS\Z MVY [OL .( JVTT\UP[` (UK P[»Z H IPN KLHS [OH[ :(9( YLJLP]LK ZV T\JO IPWHY[PZHU Z\WWVY[·P[ WHZZLK [OL /V\ZL ^P[O H ]V[L·H[ H [PTL ^OLU WHY[PZHU WVSP[PJZ HYL making it hard for Congress to agree on anything. Of course, the passage of SARA is more of a starting point than a guarantee of success. The law sets a deadline, but now the FAA must KV [OL OHYK ^VYR PU]VS]LK PU TLL[PUN [OH[ KLHKSPUL HUK HSS VM \Z H[ (67( HYL WYLWHYLK [V OLSW THRL [OH[ OHWWLU >L OH]L YLWYLZLU[H[P]LZ ZLY]PUN VU [OL -((»Z *LY[PÃ&#x201E;JH[PVU 7YVJLZZ :[\K` [OL 7HY[ 9LVYNHUPaH[PVU (]PH[PVU 9\SLTHRPUN *VTTP[[LL ^OPJO KL]LSVWLK [OL recommendations for reforms, and the ASTM F44 Committee, which is KL]LSVWPUN [OL PUK\Z[Y` JVUZLUZ\Z Z[HUKHYKZ [OH[ ^PSS IL SL]LYHNLK I` [OL 7HY[ Y\SLTHRPUN LÉ&#x2C6;VY[ >L RUV^ [OL JOHUNLZ ^VU»[ OHWWLU V]LYUPNO[ HUK [OLYL HYL Z\YL [V be obstacles along the way. But the fact that Congress passed this SH^ ZOV^Z [OH[ V\Y LSLJ[LK VÉ&#x2030;JPHSZ JHYL HIV\[ [OL M\[\YL VM NLULYHS H]PH[PVU·HUK [OH[ PU P[ZLSM PZ JH\ZL MVY JLSLIYH[PVU
President & CEO, AOPA
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FALLING UPWARDS CHRONICLES THE OVERLOOKED BUT FASCINATING HISTORY OF EARLY BALLOONING
In Flight USA Celebrating 30 Years
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A PATRIOTIC TRIBUTE IN RED, WHITE & BLUE!
January 2014
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By Mark Rhodes
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any believe that the history of aviation begins with the Wright Brothers or maybe some less well-known (at least to the public) aviation pioneers like John Montgomery or Alberto Santos-Dumont. Interestingly enough, you could make an argument that the history of aviation starts with individuals like Dr. Jacques Alexander Charles, Felix Nadar, Charles Green and Thaddeus Lowe who all in one way or another helped pioneer and popularize the notion of balloon flight in the 18th and 19th century. This history and these figures remain, if not forgotten, at least considerably overshadowed by their early 20th century counterparts like the Wrights and so on. The very fine historian Richard Holmes’ new book Falling Upwards: How We Took to the Air (Pantheon) offers a corrective to this and gives the history of ballooning its fascinating, long overdue credit in the annals of the histories of aviation, the military and even society. Mr. Holmes was nice enough to correspond with In Flight’s Mark Rhodes about his books and the colorful history and characters associated with man’s first successful forays into flight. IF USA: Had you been exposed to any of the history you write about here prior to writing about ballooning? RH: “As I recount in the book I have been interested in balloons since the age of four! I researched the early history of
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Union Army "Chief Aeronaut" Thaddeus Lowe utilizing his balloon The Intrepid at the Battle of Fair Oaks in 1862 (Library of Congress)
the French Montgolfier balloons of the 1780s for the chapter entitled, ‘The Balloonists in Heaven’ in my previous book, The Age of Wonder (2009). Among many others, I found one fascinating archive at Le Bourget, the old Paris airport, now the Musée de l’Air et de l’Espace. It can be visited by the public, and its exhibits include the original basket of Felix Nadar’s famous monster balloon Le Géant, whose terrifying story I tell.” IF USA: There are strong traditions and history in ballooning in both Europe and the U.S. – What, if any, were the differences between the two? RH: “American balloonists were primarily interested in long distance flights, responding to the natural challenge of their whole, mighty, unrolling land. The first successful balloon flight in America was actually made by a Frenchman, Jean-Pierre Blanchard, from the Walnut Street Prison Yard Philadelphia, in 1794 and crossed the Delaware river, symbolically carrying an open passport from George Washington saying Blanchard had permission to land anywhere in the nation. Early American balloonists like John Wise, Professor Thaddeus S. Lowe and John La Mountain were always scheming long-distance flights, going west to east in the prevailing wind stream, with the ultimate aim of crossing the Atlantic to Europe. Some of these epic voyages covered upwards of 1,000 miles overland, far greater than anything in Europe, though the Atlantic itself was not crossed by an American balloon until the 20th century. (Edgar Continued on Page 12
GAMA TESTIFIES BEFORE U.S. HOUSE AVIATION SUBCOMMITTEE THE STATE OF AMERICAN AVIATION
January 2014
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www.inflightusa.com
he U.S. House Aviation Subcommittee, chaired by Congressman Frank LoBiondo (R-NJ), held a hearing on Dec. 12 to discuss the state of American aviation. Pete Bunce, President and CEO, testified on behalf of the General Aviation Manufacturers Association (GAMA). General aviation is an essential part of the U.S. transportation system, serving as an economic lifeline to small communities, delivering disaster relief supplies to those in need, assisting in medical evacuations and facilitating the development of the growing energy industry. General aviation supports more than 1.2 million jobs and over $150 billion in economic activity annually. General aviation manufacturing employs individuals in more than 40 states and generated $4.8 billion in exports in 2012. To ensure the industry continues to grow, Bunce said the FAA must continue to improve its certification process and leverage its resources more efficiently. “As manufacturers, we need clear and consistent leadership in the international
LAS
aviation marketplace, which means the FAA must actively defend the robustness and efficiency of its safety certification globally,” Bunce said. He also called on the Subcommittee to give the Department of Transportation “a clearer role in advocating for the aviation community within the government and internationally.” In his testimony, Bunce outlined several steps the FAA should take to improve the state of general aviation: • Partner with industry to create efficiencies and streamline the certification process, which will cut certification costs for the government and industry while increasing safety; • Pursue collaborative, data-driven efforts, such as the General Aviation Joint Steering Committee, to advance technologies to improve safety; • Recognize fiscal realities of the federal budget by leveraging public and private expertise to advance aviation safety; • Deliver the consolidation report that Congress called for in the FAA Modernization and Reform Act of 2012
and begin the process of acting on that plan; • Prioritize NextGen resources; and • Ensure that resources the industry
A
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ON
pays to the federal government in the form of taxes and fees for FAA operations and investments are protected from Continued on Page 14 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 ......................................................................................................................Annamarie Buonocore Staff Contributors..................................................................................................S. Mark Rhodes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli 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.
Lafferty Aircraft Sales, Inc. 46 Years Experience • Sales • Brokerage • Acquisitions
1978 B60 DUKE 3083 TT, 1396/1396 SMOH, dual Garmin 430, dual GTX-327, FlightMax 750 MFD, C-IV AP/FD, VG's, winglets, intercoolers, unfeathering accumulators, fuel computer.
1979 BEECH F33A BONANZA 4750 TT, 954 SMOH, 152 TOP, G-500 w/synthetic vision, dual G-430 WAAS, GTS-800 active traffic, tip tanks, speed brakes, EDM-900 engine data monitor.
1983 MOONEY ROCKET 2630 TT, 560 SMOH, 16 STOP, Garmin 750 & 650 GPS/Com/Nav/MFD, PMA-8000T audio panel, KFC-200 AP/FD, fuel computer, speed brakes, oxygen, New Paint & Interior.
1999 BEECH B36TC BONANZA
1980 CESSNA340A RAM VII
2250 TT, 455 SMOH, Garmin 430 IFR, Garmin GMX-200 MFD, GDL-69A data downlink, WX-1000 stormscope, KFC-225 AP/FD/preselect.
5362 TT, 2024/2024 SMOH, 872/872 STOP, dual G-600, dual GNS-530 WAAS, GDL-69 data downlink, radar, stormscope, TCAS, KFC-200, VG's.
1980 CESSNA TURBO 210 2806 TT, 290 SFRMN, King digital radios, HSI, stormscope, KFC-200 AP/FD, oxygen, fuel & airdata computer.
1995 COMMANDER 114B 3083 TT, 1396/1396 SMOH, dual Garmin 430, dual GTX-327, FlightMax 750 MFD, C-IV AP/FD, VG's, winglets, intercoolers, unfeathering accumulators, fuel computer.
1976 BEECH V35B BONANZA 2492 TT, 735 SMOH, Garmin GTN-750 GPS/Com/Nav/MFD, HSI, GEM, intercom, dual yoke, aileron & flap gap seals.
1981 MOONEY M20K 2579 TT, 709 SFRMN, G-530W w/terrain, HSI, GTX-330 mode S w/TIS, KFC-200 AP/FD, speed brakes, hot prop, fuel computer, oxygen.
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Continued from Page 10 Allan Poe wrote a brilliant news story, saying it was crossed by a British balloon, east to west, in 1844. But, typically, this turned out to be a complete hoax.) The American balloonists were also more serious about the commercial potential, such as airmail services. But they were soon outdistanced by the phenomenal growth of American railroad and telegraph networks after 1850.” IF USA: Is it fair to say that being a balloonist in the 19th Century was the equivalent of being an extreme sport participant in 2013? RH: “Ballooning was certainly very dangerous, primarily because hydrogen was volatile to handle and highly explosive; and landings with big balloons were always perilous and difficult to control. I described, for example, the terrible fate of Sophie Blanchard in Paris in 1819. But ballooning was not really regarded as a ‘popular sport’ in the modern sense of the term, until the 1960s and the expansion of contemporary hot-air ballooning festivals such Albuquerque, Colorado and Bristol UK. Apart from anything else it was hugely expensive. Charles Green’s British balloon, the Royal Nassau, cost the equivalent of $500,000 to build and fit out in London in 1836. Each launch, even using coal gas, cost something like $20,000. So flights were usually undertaken as scientific investigations (e.g. by James Glaisher exploring the upper atmosphere above 29,000 feet in 1862); as commercial speculations, (e.g. by John Wise in his airmail schemes of the 1850s); as popular entertainments attached to seasonal festivals or public parks; or for military use, as in the American Civil War and the Siege of Paris.” IF USA: The U.S. military had some interesting experiments using balloons in the 19th century, particularly during the Civil War. Would you consider these experiments successful or just interesting footnotes in the annals of U.S. History? RH: “The most effective use of balloons for military observation was by Thaddeus Lowe’s Balloon Company attached to the Union Army of the Potomac under General McClellan during the Peninsula Campaign of 1862-3. The military intelligence they provided, via telegraph lines suspended from their tiny balloon baskets, was significant at the siege of Yorktown, and later at the Seven Days Battle outside Richmond in July 1862. Lowe described his balloons as ‘like hawks hovering above a chicken yard.’ Beyond this, their main significance was probably propaganda, as in the case of the legendary ‘Silk Dress
January 2014
Fanny Godard found fame during the 19th century as a charismatic female balloonist whose exploits electrified (and occasionally scandalized) Europe. (Musee de l'Air et l'Espace) Balloon’ flown by the Confederate army, said to be sewn together from ball-gowns patriotically contributed by numerous Southern belles. Both the young Lieutenant George Armstrong Custer, and the future German airship master, Count Ferdinand von Zeppelin, left vivid accounts of Civil War balloon flights.” IF USA: Would you say that the pioneers of balloon flight and the pioneers of early aviation like the Wright Brothers had anything in common? RH: “Yes, reckless courage, but combined with clear heads and cool determination – an unusual mixture. It’s the same quality that the novelist Tom Wolfe famously described in his book about the American astronauts and the test pilot Chuck Yeager, as the ‘Right Stuff.’ The women balloonists – like Sophie Blanchard, Fanny Godard, or Dolly Shepherd – had just the same steely quality. Or perhaps even more of it, as they also had to survive social disapprobation for doing the ‘unladylike’ thing, which can be even more alarming than vertigo. IF USA: What was your own experience like flying in a balloon? RH: “Always euphoric, but occasionally terrifying. I have flown in many places – England, France, Australia and New Mexico, and some of my less heroic experiences are described in the footnotes of my book, like landing by mistake at night, in a field of large and distinctly unfriendly prize Norfolk pigs.”
AOPA URGES FAA TO WITHDRAW AIRWORTHINESS DIRECTIVE ON ECI CYLINDERS
January 2014
www.inflightusa.com
The Aircraft Owners and Pilots Association (AOPA) has filed formal comments with the Federal Aviation Administration (FAA) opposing a proposed airworthiness directive that could affect thousands of ECi cylinders. AOPA is asking the FAA to withdraw the proposal and re-examine the data before taking any further action. AOPA’s comments warn that the drastic course proposed by the AD is not supported by the data, could cost much more than the FAA estimates and has the potential to cause more safety problems than it solves. The AD, proposed by the FAA in August, calls for repetitive inspection and early retirement of replacement cylinders with serial numbers manufactured between May 2003 and October 2009 by Airmotive Engineering Corporation and marketed by Engine Components International Division, better known as ECi. “This AD simply goes too far,” said Rob Hackman, AOPA vice president of regulatory affairs. “The FAA needs to step back from this proposal and take a hard look at the available data before taking any further action.” AOPA’s own analysis of the supporting data provided by the FAA found that the AD proposal is based on only 15 cases of documented cylinder failures out of a population of some 30,000 cylinders affected by the AD. AOPA’s formal comments may be viewed by visiting: www.aopa.org//media/Files/AOPA/Home/News/All%20 News/2013/December/2013123%20AOP A%20Comments%20ECi%20AD%20Fin al.pdf The National Transportation Safety Board (NTSB) in November took the
unusual step of telling the FAA it supports a more conservative approach to handling problems affecting thousands of engines with aftermarket ECi cylinders. In formal comments, the NTSB asked the agency to take action, “more consistent” with NTSB recommendations released in February 2012, saying there was no available evidence to support the FAA’s more drastic proposal. “The proposed AD covers an inappropriately broad swath of affected cylinders while also requiring an extremely draconian and economically harsh call for the early retirement of affected cylinders,” AOPA wrote in its comments. “The proposed actions are based upon inadequate and flawed data and improper assumptions in applying the FAA’s Risk Analysis guidelines. There are no known cases of failures of these cylinders leading to accident or injury, further bringing into question the FAA’s proposal for early retirement.” The FAA has estimated the proposed AD would cost $82.6 million and affect 6,000 aircraft with Continental 520 and 550 engines. But AOPA is concerned that costs could go much higher as aircraft are grounded for extended periods of time. Possible ramifications of inadequate capacity at overhaul facilities and the sudden need to replace thousands of cylinders in the field could create additional safety issues, AOPA noted in its comments. AOPA asked the FAA to work with stakeholders to educate pilots about operational concerns and symptoms of problems. “We strongly contend that better education is often the most effective tool to improve aviation safety and offer our assistance in any educational effort,” AOPA wrote.
You may be asking yourself why this article is titled 321-32-9. We will explain. Aircraft Tool Supply is gearing up for another successful year that the aviation industry will be sure to notice. Currently, Aircraft Tool Supply sells products directly to 321 schools. These schools span across 32 states and 9 countries. These numbers are projected throughout the year. Students should expect to receive a discount and excellent customer service when purchasing from Aircraft Tool Supply. Another added bonus the compa-
ny provides is a lifetime warranty for their Pro labeled products. These products will last a student a lifetime, literally. Students now have the capability of viewing their discounted pricing upon login. By providing a copy of their student ID or class schedule, along with their address, phone number, and desired username and password to academics@aircraft-tool.com, students can take advantage of their discounts immediately. Aircraft Tool Supply also offers a Continued on Page 14
321-32-9
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2007 MOONEY ACCLAIM sn: 0039, 229 TT A & E. One N. Nevada owner since new! Garmin G1000 w/GMA-1347 Audio Panel, GTX-33 TXP w/TIS, GFC-700 AP/FD, GDL-69 Weather Data Link & XM Radio. S-Brakes, Stby Alt & AI, OXY & more. High useful load: 982 lbs. Shows like new in & out! Fresh April 2013 Annual. Compressions: 72+/80. No Damage History! Priced to sell .....................................................$384,500
1959 CESSNA 180B 2137 TT, 491 hrs. SMOH, 7 hrs. SPOH. An exceptionally low time airframe! KMA-24 Audio Panel w/ 3-lite MB, Garmin GNC 250XL GPS/Com, KX-155 NAV COM, w/KI-209 G/S, KT76A w/Enc., Narco ADF., New 8:00x6 Tires & Scott Tail Wheel. RH Hinged window, Recent (less than 25 hrs. ago) Paint & Interior Rated “9+/10”. Recent Annual Inspection. Compressions 75+/80. Retail Book Value: $80,411............................. $79,500
1947 PIPER PA-12 ‘SUPER CRUISER’ Three Place Classic with only 969 hours total time since new! 21 hours since complete airframe restoration. 21 hours since engine overhaul: Lycoming O-290-D2 135 H.P.! NARCO 120 COM, 150 TXP w/Enc, Cleveland W&B. Optional Electrical System. Complete & Original Logs – Including original Test Flight on 1-271947. Fresh annual inspection. An incredible value! .............................$54,500
1979 PIPER TURBO ARROW IV N21PM, 4703TT, 838 SFRM, 484 SPOH. Garmin GNS-530, SANDEL 3308 EHSI, WX-10 Stormscope, KRA10 R-ALT, Garmin GTX.330TXP w/TIS, JPI EDM 700, Intercooler, Merlyn Auto Wastegate, Century III B A/P w/Coupler, Oxygen Sys, 2nd Glideslope, E-Trim, Stby Vac System, 4 place I/C Sys. Recent custom paint. Fresh May 2013 Annual. Complete Logs & NDH! Ready for immediate inspection & Delivery ........$84,500
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In Flight USA Celebrating 30 Years
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EAA thanks all who graciously participated in the annual Spirit of the Holidays Online Auction, which concluded Dec. 2. Together we raised a total of $68,251.53 - about $18,000 more than what was raised in 2012. These funds will be used to help fund EAA programs that support historic preservation and engage young people in aviation. Top-performing items included a B-17 type rating that went for $40,000, the keys to drive Red 5 at AirVenture 2014 for $4,650, and a golf cart package
January 2014
for AirVenture 2014 for $4,500. Artwork and collectible items also did well, led by the Tuskegee Airman signed captain's hat, which generated 50 bids and eventually sold for $1,155.03; the Robert Bailey Avenging Strike print, 47 bids, $915; and the autographed P-51 Paul I model, which went for $510. Other items generating the most bids included the B-17 Skin with Commemorative Postcard and Nokia Lumia phone with 47 bids each, and the Burt Rutan autographed photo with 45 bids. Thanks again to all participants, bidders, and auction item donors!
AOPA Voices Strong Support
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Continued from Page 8 and therefore unnecessary medical certification regulation that drives up costs for pilots and prevents the general aviation industry from fulfilling its economic potential.” Rep. Graves stated, “For many recreational pilots, the FAA’s third class medical certification process is nothing more than a bureaucratic hoop to jump through. It discourages new pilots and does not truly improve safety. As a pilot, I have gone through this process several times. However, like all pilots, I am responsible for determining whether I am medically fit to fly during the time between my mandated medical certifications. Expanding the current exemption makes sense and will promote greater recreational aviation activity across the U.S. without an impact on safety.” Building support for the General Aviation Pilot Protection Act will be critical to its passage, and AOPA will be calling on members to show their support in
GAMA Testifies
Continued from Page 11 future government fiscal disruptions. “From small towns to large metropolitan areas, aviation plays a crucial role in our transportation system,” Bunce said. “As we go forward, we need to ensure that all segments of the aviation industry have
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January after Congress returns from recess. Details on how members can help will be sent via email and published in upcoming issues of ePilot and on AOPA.org. Pilots are required by federal law to hold Third, Second or First Class Medicals in order to operate aircraft. Third class medicals are common among private pilots who commonly fly for recreational purposes. The new bill is the latest example of Congressional action that is intended to encourage the FAA to adopt policies that support general aviation. Recently, the House and Senate passed a bill that President Barack Obama signed that requires the FAA to revise its certification standards for small aircraft. Congress also effectively reversed an FAA decision earlier this year when it provided bridge funding for control towers that the FAA intended to close as part of a governmentwide budget sequestration measure.
an input into charting the future of U.S. aviation policies and that general aviation is integral to economic success in the U.S. and globally.” GAMA’s written comments are available at www.gama.aero/node/12528
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January 2014
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January 2014
Contrails
W
by Steve Weaver
DÉJÀ
ithout question, the U.S. aviation fleet is growing long in tooth. While new aircraft are being built, their numbers are infinitesimally small when compared to the huge number of aircraft the industry pumped out in the 60s, 70s and very early 80s. The bulk of those earlier aircraft still exist, most of them on U.S. registry and the average age of registered aircraft goes up yearly. Today, those old aircraft actually make up the largest percentage of the aircraft population in our country. Yet it seems like I’m always taken by surprise when I run into an airplane that I’ve known from the past, and especially if it’s from a much earlier time in my life. Sometimes it’s a familiar registration number that sparks recognition, and other times an examination of the logs reveals an event that I remember. Once in a while I even come across my own name in the aircraft log books, a younger me signing off an item of maintenance. I first witnessed this form of aviation reunion early in my flying career. With about 30 hours in my log book, the last 20 or more being without the tempering benefit of instructor oversight, I had scared myself so many times in the Luscombe that I was having serious thoughts of giving up flying. I decided that before I did I would find an instructor and see if I could get my confidence back. At the time I was working near a little airport in Ohio and I’d brought the airplane over, flying IFR (I Follow Roads) since navigation was one of the many skills I hadn’t yet learned. I inquired at the FBO if they had an instructor that could fly with me in my airplane and they assured me they did and went to find him. In a few minutes he showed up and we introduced ourselves. He asked what kind of airplane I had and I told him about the Luscombe and confessed the nervousness that had taken over my flying, and how I was considering giving the whole business up. He said he had lots of Luscombe time and he’d be glad to show me what a wonderful airplane it is and thereby allay my fears. It turned out later that he indeed did do that. We walked out to where the airplane was parked and he watched as I did the preflight. We had both settled into the cockpit and fastened our belts in preparation for a prop by the lineman, but as his gaze traveled around the interior of the airplane he suddenly asked me to hold on, unfastened
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his belt and climbed out. I watched as he walked back, knelt down by the tail wheel and carefully examined it. He was smiling when he climbed back in and he told me that he had owned this same airplane many years before, when it wore different paint and a different look, but it still had the custom tie down ring that he had made and installed on the tail wheel. Many years later I owned a Cessna 337, which I had advertised for sale, and I got a call from a pilot in California who was interested in it. He owned a Cessna 182RG and wanted to trade it, so after describing our airplanes to each other, we settled on a price difference. I agreed to fly the Skymaster out to meet him at John Wayne airport where we would make the trade.
Two days later we joined up on the ramp there where we circled each other’s airplanes like old time horse traders, each carefully evaluating the other’s mount. After 30 minutes or so of this, we each pronounced the other’s airplane as advertised. Bills of Sale were then exchanged, I received the cashier’s check for the difference, and I was soon airborne in my new airplane winging my way eastbound. Leveled out and trimmed up, I start-
ed looking around the cabin of my new ride and realized there was a niggling feeling of familiarity. I reached back and grabbed the log books from where they were resting on the back seat and started thumbing through the pages. There on a page in the engine log was my scrawled signature, dutifully documenting an oil change some five years ago. I had sold the airplane to a buyer in Pittsburgh and he had sold it to my customer in California. Unlike the Luscombe, this airplane still wore the same livery that it had when I had owned it, but in defense of my leaky brain, I had owned scores of airplanes since that one had been mine. More recently I was brokering a Dakota that was owned by the estate of an owner in the Midwest. I located a buyer who dutifully did a title search on the aircraft before purchasing, and the search revealed that there was an old, unreleased lien against the aircraft. This Continued on Page 19
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TEN YEARS LATER, INDUSTRY STILL WAITING FOR U.S. GOVERNMENT TO ISSUE REPAIR STATION SECURITY RULE; CALLS ON SECRETARY JOHNSON TO ACT In Flight USA Celebrating 30 Years
18
As the aviation industry celebrates the 110th anniversary of the Wright Brothers’ first flight at Kitty Hawk, N. C., it is worth noting that this past December also marked 10 years since President George W. Bush signed into law a bill requiring the issuance of final regulations to improve
the security of domestic and foreign repair stations. General Aviation Manufacturers Association (GAMA) President and CEO Pete Bunce called on Jeh Johnson, who was confirmed Dec. 16 as the new Department of Homeland Security (DHS) Secretary, to make issuing the rule one of
January 2014
his first duties in office. “We welcome Secretary Johnson to his new role and look forward to working with him,” Bunce said. “As he enters office, we want to remind him that for nine percent of the history of manned flight, DHS has not been able to finalize
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the repair station rule – even after Congress has demanded it time and time again. The executive branch’s inaction prevents operators, who use their aircraft to engage markets around the globe, from accessing maintenance facilities that provide necessary repairs and alterations to general aviation aircraft. This failure to act by the executive branch has a significant negative impact on safety, jobs and economic growth. While we believe significant progress has been made, we call on Secretary Johnson to immediately put this long-overdue rule into place.” In 2003, Congress passed the VISION 100 – Century of Aviation Reauthorization Act, which required the Transportation Security Administration (TSA) to issue regulations to improve the security of domestic and foreign repair stations by August 2004. In 2007, Congress again called on the TSA, through the Implementing Recommendations of the 9/11 Commission Act of 2007, to finalize repair station rules by August 2008 or said the FAA would not be able to issue new foreign repair station certifications afterward. The ban has been in effect since that time.
Red Bull Air Race
Continued from Page 16 the world title in 2004 and 2006, and Michael Goulian. The rest of the pilots include: 2008 champion Hannes Arch (AUT), Nigel Lamb (GBR), Matt Hall (AUS), Peter Besenyei (HUN), Nicolas Ivanoff (FRA), Matthias Dolderer (GER), Yoshi Muroya (JPN), Pete McLeod (CAN) and Martin Sonka (CZE). Extremely motivated after the threeyear break, the pilots have been training feverishly with their crews to get their agile and lightweight racing pilots in peak condition ahead of the eagerly awaited Red Bull Air Race World Championship season-opener in Abu Dhabi on February 28-March 1. The racing then moves on to Putrajaya, Malaysia on May 16/17, Gdynia, Poland on July 26-27, Ascot, United Kingdom on Aug. 16-17, Dallas/Fort Worth Sept. 6-7, Las Vegas on Oct. 11-12 and China on Nov. 1-2. More information is available at www.redbullairrace.com.
January 2014
Contrails
Continued from Page 17 often happens when an aircraft is sold and the buyer fails to record the release of lien that the seller’s bank issues upon payoff. In the scores of cases where I’ve been involved with this type of issue, I have never found money to still be owed on the airplane, but rather just a failure to file the release with the FAA by the new owner. But it is a hassle to clear the title of these old liens and in some cases the bank has been sold, sometimes several times, and name change documents must be procured – it slows down the closing and is not good news. I was wondering how much trouble it would be to clear this lien when I opened it and found it was a lien from my bank with my company listed as debtor, and the release of which hadn’t been filed by the gentleman in Indiana that I sold it to years before. My strangest case of all had its beginning long ago on a summer evening, more than 50 years in the past and long before I became a pilot. It came about when four of my teenage buddies and I had traveled to a remote little town for an evening of chasing girls on roller skates while making left turns. The tiny town’s only commercial enterprise was the skating rink which was our destination this evening, and it was operated by a middle-aged couple who lived above it. The evening proceeded nicely, with music playing over the loudspeakers and the rotating reflecting ball throwing colored dots of light around the rink and with no shortage of comely country girls to follow. In the course of taking a break from the evening’s dizzying activities, my friends and I were approached by the owner of the rink while we rested. ‘Do you boy’s want to see an airplane?’ he asked. As someone whose first words were airplane noises, I was instantly alert and excited. Of course we did, but here? There wasn’t an airport or even a landing strip within miles of this place. We quickly doffed our skates and he led us to a doorway at the side of the rink. He switched on the light as we entered the large storage room, and there before our dazzled eyes was, sure enough, an airplane. It seemed as surreal to me as opening the door of my dad’s barn and finding a dolphin. My lifelong obsession (even then) with airplanes and with learning everything I could about them enabled me to identify it, even with the wings off. The ship was resting on its gear with the wings stacked against the wall beside it. It was a Fairchild PT-19, the wooden winged WWII primary trainer the Army Air Corps had used to train thousands of pilots. How the heck had it ended up in a skating rink?
www.inflightusa.com The owner explained how it had happened and that was a bizarre tale in itself and one that deserves its own column. We examined the airplane and found it was amazingly original, with Air Corps colors and all the placards that had been stenciled on by Fairchild for the Air Corps. I couldn’t get enough of drinking
it in and I looked at it over and over again, until finally my friends were begging me to go. Fast forward to more than a half century later and a phone call from a lady asking me to sell an airplane for her father’s estate. Ten minutes of conversation revealed the airplane to be the same
19 Fairchild, still resting in the storage room at the long ago closed skating rink. It was covered with the dust of 50 years, but it still appeared much as it did that summer night all those years ago. A night when my child self had stood beside it gazing in awe, with not a clue to where the future would take me.
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Aviation buffs read a lot of flying stories from pros who write articles on a regular basis. While often entertaining and informative, hearing from professional pilots sometimes lacks the real world experiences of the hundreds of thousands of aircraft owners and flyers who were never professional pilots, but simply lived with an airplane as a permanent family member. Such is the case with Charlie Briggs, a pilot for more than 65 years, having a career that included ranching, agricultural services and consulting, computer technologies and business concept development. In Flight USA invites readers to join Charlie as he reminisces about flying and life. You will experience a side of aviation that is informative, entertaining and personal. Enjoy.
M
y father was always interested in flying. He started flying Culver Cadets just as WWII occurred. Of course this stopped all private aviation. At the end of the â&#x20AC;&#x153;curfew,â&#x20AC;? after the defeat of Japan, Dad resumed his flying, mostly for business purposes. Being in the cattle â&#x20AC;&#x153;orderâ&#x20AC;? buying business, having your own plane was a real creative help, especially before the super superhighways and extensive commercial airline network matured. In the mid 40s he purchased our familyâ&#x20AC;&#x2122;s first airplane, a 65 hp Luscombe from an early dealer in our local county. This was a Mr. Wilford Betzer, a car dealer too and rancher. It was in this plane I received my first two â&#x20AC;&#x153;lessonsâ&#x20AC;? in basics, which lasted about 45 minutes each. Being the exact plane my father flew, I learned fast. To get to what served as an airport, I had to skip school with two schoolmates and drive across the county to the country pasture strip that was the â&#x20AC;&#x153;baseâ&#x20AC;? of Mr. Betzerâ&#x20AC;&#x2122;s operation. Just to add to the drama of the occasion, the left front wheel on dadâ&#x20AC;&#x2122;s old Ford lost three lug bolts, wobbled and just fell off. I was supposed to be at school with the car. (Trouble!) Fortunately, we were within walking distance of a good farmer friend. Turns out she had and old ford pickup the exact size wheel and lug nuts, which she graciously contributed to our cause. Once installed, we were on our way again. (Dad continued to drive that car for more than 30,000 miles before trading it in for a new Ford without ever knowing about the misfortune!â&#x20AC;?) The time just after WWII was a real reconstitution era. It was an era of indus-
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1940S
January 2014
trial innovation and growth â&#x20AC;&#x201C; the romantic time in civil aviation. A time of many daring early pilots and â&#x20AC;&#x153;airtrepreneurs.â&#x20AC;? It was the golden age of Aeronca, Ercoupe, Culver, Piper and others including the early Beech twins and start of todayâ&#x20AC;&#x2122;s Cessna line. Interspersed in this era was the continuation of the Luscombe â&#x20AC;&#x153;Legend,â&#x20AC;? as the Luscombe 8A entered the market, a version of which is even in a period of renaissance today. My flying career logically started flying with my father on cattle buying trips to Texas. Our base of operations was the little village of Protection, Kans. in the very southern central part of the state. My Dadâ&#x20AC;&#x2122;s new 65 hp Luscombe was hangared there along with two Ercoupes belonging to the local doctor, Dr. Glenn, and a manufacturer named Ben Filson. Shortly after World War II there were several training programs for veterans including flight instruction for the beginner to obtain a Private Pilotâ&#x20AC;&#x2122;s license. One was set up at the local airstrip in an office in the newly constructed hangar â&#x20AC;&#x201C; small but adequate. Even though I had taken two lessons in the Luscombe and had become â&#x20AC;&#x153;flight wiseâ&#x20AC;? by flying hundreds of hours, primarily with Dad at the controls, he still wanted me to get professional instructions and be licensed through a professional instructor. So I enrolled in a professional training program, although it was much different than what one expects to see today. It was very informal with very few questions asked. The instructor, a Mr. Fletcher, knew my Dad and his Luscombe so he assumed Dad had taught me all the basics â&#x20AC;&#x201C; wrong! The instructorâ&#x20AC;&#x2122;s training plane was a sturdy J-3 Piper Cub! I made my first solo flight after a total of one hour and 45 minutes of â&#x20AC;&#x153;formalâ&#x20AC;? instruction. The veteranâ&#x20AC;&#x2122;s pilot training program had ended and Mr. Fletcher was preparing to leave. I had spent $8 with him and I wanted my license. So he asked me if I thought I could handle the Cub for three landings to qualify for my student license. Having no fear I answered in the affirmative. I jumped in the Cub, he Continued on Page 36
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ALLERGIC RHINITIS TIS THE SEASON!
By Susan Biegel M.D.
o you ever experience post-nasal drip and find yourself having to clear your throat on and off all day? Or, do you have cold symptoms such as sore throat and cough that have lasted for two to three weeks off and on without letting up? There would be no problem for you to try over the counter Claritin or Allegra to see if it works. If Claritin or Allegra do help, you have likely made your diagnosis. Allergies can be seasonal, or all year long. Seasonal allergic rhinitis flares when certain trees or grasses are blooming or growing; or when we get rainfall that encourages the growth of grasses, molds, or spores. The root cause: Allergens of all types, including pollens and dog or cat dander land on the nasal mucosal lining, causing the mast cells there to release a chemical cascade which leads to the swelling, itching, sneezing, and dripping that is so common with allergy sufferers. This is why using a Netty pot or at least a nasal rinse to wash the nasal passages of pollens will help control or eliminate a lot of the allergy flare ups. Turn your bedroom into an allergy free zone. Some of us need to look no further than our own bedroom to discover the source of allergy symptoms. Dust mites that live in mattresses and pillows, and dog and cat dander can encourage annoying symptoms of allergies all year long. Using mattress and pillow covers, and removing dogs and cats from the bedroom can make a world of difference. Especially, but not only in the bedroom, replacing carpet that can hold in dust and allergens with laminate, hard wood or tile can eliminate a large reservoir of allergies. And, removing clothes that may be saturated with allergens from the day, as well as showering before bed, can help remove allergens. Keeping our sleeping areas free of allergens probably pays off the most since we spend eight or more hours per day in our bedroom. Help! Ask your family doctor or Internist to take a look at your symptoms. Most allergy sufferers can experience relief from just one dose of a non-sedating antihistamine (Fexofenadine or Loratadine) per day. Adding a nasal steroid spray daily to this regimen may be necessary for better control of symptoms from time to time, depending on the season. Nasal steroids such as Fluticasone or other nasal sprays such as Azelastine can also be used as the primary treatment. These can be a
January 2014
good option for the patients who canâ&#x20AC;&#x2122;t or wonâ&#x20AC;&#x2122;t swallow pills. Loratadine also comes in a minty, orally disintegrating wafer for those who donâ&#x20AC;&#x2122;t like to swallow tablets. Pilots beware: sedating antihistamines such as Benadryl may cause drowsiness that can impair pilot functioning. Make sure that your drug of choice is FAA approved! Take control: The good news is you can get relief with these simple measures. However, if you experience unsatisfactory relief of symptoms, itâ&#x20AC;&#x2122;s probably time to go to the doctor. Your family doctor, Internist, or â&#x20AC;&#x153;primary care physicianâ&#x20AC;? will be your best first appointment. Your primary doctor will listen to your symptoms and develop a customized treatment plan just for you. Your doctor may find it useful to order allergy testing through a blood sample called Immunocap testing. Most patients will not require this as part of their evaluation, however. Likewise, most allergy sufferers will never need to go to an allergy doctor (Allergist/ Immunologist). However, if needed, they can be helpful. There, allergy skin testing can be done which can pinpoint the specific allergen that you react to. Sometimes, at that point, the doctor finds that you really are allergic to nothing and the cause of all your suffering is vasomotor rhinitis, a condition where the vessels in the nose dilate and congest causing a very similar picture to allergic rhinitis. Patients who have uncontrollable allergic rhinitis or asthma on top of allergic rhinitis may greatly benefit from a trip to the Allergist/Immunologist office. But doc, itâ&#x20AC;&#x2122;s just a little sniffle... The importance of controlling allergy symptoms sometimes goes further than just treating the symptoms of allergic rhinitis. If allergies are out of control, the patient may experience undue fatigue, or headache and the immune barriers can be broken down making us more susceptible to upper respiratory infections. Also, many times allergic rhinitis causes asthma to flare up, leading to severe symptoms of shortness of breath and to hospitalization. In summary, allergic rhinitis is a very common condition, able to be treated with over the counter drugs, but the consequences can be serious. Just be very careful to choose only non-sedating antihistamines or other medications that are approved by the FAA. Have a prosperous, satisfying, and healthy new year! Doctor Susan Biegel can we reached at 909/985-1908 or visit www.susanbiegelmd.com.
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24
In Flight USA Celebrating 30 Years
January 2014
CAP’S CELL PHONE FORENSICS LEADS SEARCHERS TO SIX FOUND ALIVE IN NEVADA
DIVORCE – PATERNITY MEN’S RIGHTS If you are Involved in a Divorce or Paternity Case... ...you Should Know That: 1. You may have an excellent chance of obtaining child custody; 2. It’s your child...she doesn’t own it; 3. There are numerous legal methods of avoiding alimony; 4. There are numerous legal methods of avoiding loss of your property; 5. If properly represented, you won’t be “taken to the cleaners”, 6. Courts can be legally required not to favor the woman; 7. You can fight against false charges of child abuse or spousal abuse. 8. You can emerge from a divorce emotionally and financially sound; 9. Men do have rights! 10. California cases only.
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Two adults and four children missing nearly two days in bitter winter conditions in rural northwestern Nevada’s rugged, mountainous Seven Troughs Range were found alive and well on Dec. 10 by Civil Air Patrol in coordination with Pershing County Sheriff’s Office, Fallon Naval Air Station, Washoe County Regional Aviation Enforcement Unit, Nevada National Guard Lakota helicopters and the state Division of Emergency Management. Nevada Wing Commander Col. Tim Hahn said Maj. Justin Ogden and Col. Brian Ready, CAP’s cell phone forensics experts, played a critical role in helping rescuers narrow the search area. “The cell phone forensics team pinpointed where they could not possibly be and their efforts were very time-consuming. They provided a key clue that redirected the search and led to the rescue.” A searcher with binoculars spotted the missing family’s silver 2005 Jeep Grand Cherokee about the time one of the CAP aircrews did, Hahn said. A Pershing County Sheriff’s Office Search and Rescue ground team then retrieved the six – a 34-year-old man, a 25-year-old woman and four children ages 10, 4, 4 and 3. The couple and the children had
never returned after driving into the Seven Troughs area about noon Sunday to play in the snow. Overnight temperatures fell as low as 20 below zero. For its role in the coordinated search, Hahn said he has been told the Air Force Rescue Coordination Center will award the Nevada Wing with six saves. The CAP members’ role in the search began on Dec. 9 with the AFRCC’s authorization at the request of the Pershing County Sheriff’s Office. The first day, Hahn said, two Nevada Wing planes and 14 CAP members participated, contributing 80 man-hours and “constant coverage of a relatively small search area.” Two more CAP planes joined the mission. Four planes participated in the search. “I cannot tell you what it is like to be the commander of this wing, and to work with the people throughout CAP,” Hahn said. “To be part of bringing them home safe is an honor to be relished.” Civil Air Patrol, the official auxiliary of the U.S. Air Force, is a nonprofit organization with 61,000 members nationwide, operating a fleet of 550 aircraft. Visit www.gocivilairpatrol.com or www.capvolunteernow.com for more information.
NEW EDITION OF FLIGHT TRAINING TOOLS Dyer Flight Training Tools has announced the release of the October 2013 Edition of its popular flight training tools, Ground School Workshop for Private Pilots and Flight Training Workshop for Private Pilots. These editions reflect recent FAA regulatory changes and ATC procedural changes, including those relating to runway incursion avoidance. The Ground School Workbook is a set of exercises and study questions matched chapter by chapter to the FAA’s Pilot’s Handbook of Aeronautical Knowledge. Student pilots use the workbook in conjunction with their ground or flight training to gain a deeper understanding of the ground school material. “I found this book to be very helpful. The exercises gave me a good understanding of the concepts and definitely helped me pass my FAA test on the first try. But really learning these things is, after all, the goal and I am glad I had a good workbook
for that,” said M. Handlery. The Flight Training Workbook is a set of exercises and study questions matched chapter by chapter to the FAA’s Airplane Flying Handbook. Student pilots and flight instructors use the workbook in preparation for training flights to better prepare students for the lessons to be learned in the air. “I found this book useful in studying for my Private Pilot license. After reading through a chapter of the Pilot’s Handbook of Aeronautical Knowledge, going through the corresponding section of workbook study questions really shines a light on the information you want to retain. I found myself saying, ‘That’s what that means!’ as I went through the questions,” said M. Balistreri. Dyer Flight Training Tools focus on effective instruction methods that take into consideration how people think and learn. Continued on Page 30
January 2014
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In Flight USA Celebrating 30 Years
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January 2014
W h a t’ s U p ! ?
DITCH THE ANGER A Wing and A Prayer, PS. Previously I wrote: This month (December, 2013) I will once again apply for my ticket and feel confident that with the help of my doctors, and all the records I have kept organized, I will prevail as I know the FAA is there to help and I’m sure they will. If you have questions, you know where I am.
And now the PS: Because of the holidays I delayed filing my application for only one week but it caused the following problem. In the few days I delayed putting in my papers the FAA added one sentence to their requirements for a locally issued medical for dudes like me with Prostate Cancer... please take this seriously... they added the words” if the cancer has not left the prostate, then you may issue locally,
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however, if it has left the prostate then we (FAA Oak City) must issue. There are many reasons why this was a painful moment for me, most of it is personal but I wanted to give you a heads up. You see I missed that one sentence in my medical records that said, “There is the possibility that the cancer may have gone to a lymph node.” Had I gone a week earlier to apply I’d be sitting on my fresh medical. Lesson learned and now shared with those of you that have traveled the same road with me. Have faith – I’ll be legal soon.
The Gift I forgot To Give You On October 16, 2012, I gave up anger. You heard me right I gave up anger – cold turkey. What a waste of time and energy to carry around an emotion for more than the one moment it’s valid. I had lived my life being angry with anyone, anything, and even the price of eggs in China. Why I had this love affair with anger I’ll never know, or maybe I will, but it won’t matter. I kicked the habit and my life took off like a rocket and I’ve never looked back but only forward. With all my medical issues and frustrations I’ve kept my head up, smiled whenever I could, and never once – not once – did I get angry. I may not have been thrilled about my situation, but embracing my challenge was much more rewarding. I had my bad days and good days, so I focused on the good days. My family and close friends started noticing the difference in me almost immediately, but neither them nor me knew exactly what the change was or why. Then the light bulb went off and I realized getting rid of that burden was like a good divorce without alimony. I never knew how much time and energy I wasted being angry. It has now been more than a year since I made that change and now the divorce is final, which brings me to the gift I forgot to give you. Get rid of your anger! It could hurt you or kill you in many ways you may never have thought of. I will admit a very high-end spiritual leader helped with me this. I can’t tell you his name, but I can tell you he was dressed in orange and we sere sitting in a really nice Pilatus. I didn’t know he was helping me. To be more specific, I didn’t know I needed help, but at the end of the day it became crystal clear that he was, and I did need the help. He promised me my life would get better if I trusted him and ditched the anger
Larry Shapiro and start living my life with love instead. I know what some of you might be thinking, Shapiro should put the oxygen mask back on. That’s okay, because it’s enough that I know, but – and I use the word “but” in the strongest way I can, anger can kill you, hurt you, and impair your judgment at a time when you need a clear head and a strong focus. No more than I might advise you on how to improve your landings, I am hoping to improve your living, which could improve your landings and your takeoffs. Take a moment to think about those decision moments when you’re angry about the weather, the fuel truck taking two minutes longer than you liked, the last controller saying, “Not able at this time,” being number four for landing, or when Mother Nature is calling and you’re still 10 miles out. When the FAA held off giving back my ticket locally, I could have taken my office apart like I probably would have a year ago. But instead, I spent the time comforting the office staff that was feeling terrible about my predicament. At the end of the day it will all be good and I will once again enjoy the thrill of solo flight. For now, I hope I’ve made my point and possibly lightened some of the burdens of life. For those that might like to discuss this more, I’m easy to find and I’d welcome the chance.
They Crashed Before The Take Off Every heard that before? I’m sure I’ve written that some time way back when... and I can think of a couple of times that it has rung in my head when I’ve said it or even thought it. The first time I think I wrote it was back when John Kennedy did it. I knew him, I knew his first airplane, and I knew his last airplane. I will never deny that I publically said he crashed before he took off, and I’ll bet I’ve said it a few times since – most recently just a few weeks ago. I’ll ask you nicely, please don’t write to my editor or send me hate mail because you don’t agree with me, but instead hear me out. I mean no disrespect to John Jr. or his family etc. But the facts spoke for themselves if you put them on the table Continued on Page 34
January 2014
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In Flight USA Celebrating 30 Years
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January 2014
PILOT REPORT: THE ORION SPACECRAFT By Ed Downs kay, perhaps the title of this article does fringe on practices made famous by Hollywood tabloid publications, but not by much. The Orion, officially known as the MultiPurpose Crew Vehicle (MPCV) is a manned space vehicle now being readied for launch by NASA in September, 2014. Built by Lockheed Martin as a dedicated NASA project, the Orion represents America’s step back into the leadership role of interplanetary space travel. This launch will be historic; as it is the first time a man-capable spacecraft will have entered interplanetary space in 42 years. Let’s look at this another way, what would history have to say if the Wright Brothers had waited 42 years to make their second flight. That is effectively what happened to America’s interplanetary space program following the last Apollo mission to the moon in December, 1972. No spacecraft capable of carrying astronauts into interplanetary space has been launched since the flight of Apollo 17. Orion will change that, and this writer had the opportunity to spend “hands on” time in the engineering prototype of the Orion Spacecraft. The first flight capable Orion is now being assembled at the Kennedy Space Center to be launched, unmanned, on a heavy lift United Launch Alliance Delta IV booster for a two-orbit test flight at a distance of 3,600 miles from Earth. This first flight will not simply be a robotic “launch and recovery” mission. The vehicle will “be flown” through the separation sequence and maneuvers needed for reentry. These first mission objectives will verify operations before flying a crew, but there are also many other flight test objectives which are continually being developed and refined to maximize mission data return on the early test flights. Are you confused by the statement, “No spacecraft capable of carrying astronauts into interplanetary space has been launched since the flight of Apollo 17?” Wasn’t the Space Shuttle an interplanetary “space ship?” What about the international Space Station (ISS); isn’t it orbiting in “space.” Let’s slow down and take a look at what is going on. But stick with me, as you are going to join this writer inside a space ship. Most folks tend to have a singular view of NASA. Many flying and space enthusiasts tend to look at NASA’s manned flight programs as the primary function of the agency. But this is not the case. Those involved in astronomy, plan-
O
Author and John McCullough standing next to the Number One engineering mock-up. (Courtesy of Ed Downs)
Number Two Enigineering Mock-up with mannequin placed in the pilot positions. Note the three panel dislpay suspended over the astronauts. (Ed Downs) etary studies and astrophysics are astounded by recent achievements in unmanned interplanetary missions and advanced telescopic satellite discoveries that have forever changed the way we view our universe. The realization that planetary star systems are the norm, not the exception, open science and the mind to extraterrestrial possibilities that were pure science fiction just a few years ago. NASA is also involved in extensive earth-based atmospheric research and seeking out information that will keep our somewhat abusive species from destroying our own little space ship, called Earth. But most NASA fans remember the incredible achievements of the moon missions of nearly half a century ago and long to see the United States reassert itself in the world community of space explorers.
The U.S. commitment to interplanetary space travel was kicked off by President John F. Kennedy on Sept. 12, 1962, at Rice University, Houston, Texas. The moon missions were continued by both the Johnson and Nixon administrations. The Ford, Carter and Regan Administrations placed emphasis on low Earth orbit missions designed to teach us more about our own planet, with the Skylab Space Station, the Russian MIR Space Station and the International Space Station (ISS) taking the lead. Astronaut carrying spacecraft were essentially dedicated to supporting these low earth orbit flights, with special credit given to the Space Shuttle, without which the ISS would not exist. While an international effort, the fact remains that the great majority of ISS costs have been borne by the American taxpayers. NASA did not
make the decisions as to where priorities would lie in terms of manned space travel, being an agency that answers to the political agendas of the Executive Office. NASA is given a budget and then basically sent on their way to figure out how political agendas can be met while still performing good science. To be sure, NASA management has received justifiable criticism for being too involved in the political game, with tragic results, but there is no doubt that at the heart of the agency are teams of people with extraordinary skill and commitment. As a personal note, I have worked with NASA on a number of projects, over the years, and have always been impressed with the talent, commitment and “can do” attitude of those I have encountered. In January, 2004, President George W. Bush reasserted the national desire to return astronauts to the task of interplanetary space exploration and set plans in place to return to the moon and then push on to Mars. Called the Constellation Program, plans included the development of a new and flexible crew module and heavy lift rockets, the Ares I launcher and finally the Ares V booster, the new “moon rocket.” The crew module was to be a versatile vehicle that could sustain a crew of four in long term lunar orbit and be used for all future mission’s planning as a re-entry vehicle when returning to Earth. This crew module is Orion. To fund the program, plans were set in place to decommission the expensive Space Shuttle in 2010 in order to free money for Constellation. It was expected that the U.S. would be back in the business of launching manned spacecraft as early as 2013, with a lunar mission possible by 2015. But 2008 election results changed the direction of our national goals away from technological world leadership and turned federal funding inward to social and ideological issues. The Constellation program was formally canceled in October, 2010 when the U.S. National Space Policy Act was passed. The Space Shuttle was allowed to pass into history in 2011, leaving the U.S. without the ability to launch astronauts into space from U.S. soil. We currently rent astronaut launch services (at about $90 million a pop) from Russia. While the National Space Policy drastically cut funding for a return to the moon, the act did allow for the development of the Space Launch System (SLS), a heavy lift booster that combines the capabilities of both Ares boosters into a single design. The Orion spacecraft also survived, and when combined with the Continued on Page 29
January 2014
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Pilot Report: The Orion Spacecraft Continued from Page 28 SLS, enables the launch of astronauts into high earth orbit, lunar orbit, asteroid capture missions and explorative travel to Mars, all while maintaining the ability to provide crew and cargo support to the ISS. With funds drastically cut, both Orion and SLS have been on the slow track, but steady progress is being made. It is not surprising that most Americans do not realize that a Mars capable space craft will lift off in less than a year. What limited coverage that is provided by contemporary media concentrates on the connection NASA has with commercial space service providers, with emphasis on the jobs being created. To be sure, the development of commercial launch vehicles and astronaut carrying spacecraft is underway, with funding from NASA to supplement private venture capital. These commercial programs are dedicated to delivering cargo to the ISS and have the capability to replace the aging Russian Soyuz spacecraft as the only way to transport personnel back and forth to ISS. NASA will soon choose which of these competing space delivery systems will become the primary support methodology for ISS. So, with all this private industry capability on the horizon, why do we need an Orion? Simple, while Orion can service ISS needs, both with cargo and personnel, it is designed for interplanetary space travel, not low earth orbit, which is generally defined as somewhere between 100 and 1,200 miles above the earth. Well, you might think, if these commercial space vehicles can fly into space in a low orbit, why can’t we just hook it to a bigger booster and make it go farther? The rhetorical answer is that the ISS dedicated support vehicles, including the Space Shuttle, are all designed to fly and orbit within the environment of the earth’s upper atmosphere, not in interplanetary space. Did that last statement leave the reader hanging? Certainly, you think, the
International Space Station and all the rockets that go to and from the ISS are in “outer space,” right? No, they fly in low earth orbit which is within the Earth’s upper atmosphere, called the thermosphere. The thermosphere resides between approximately 50 and 300 miles above the Earth’s surface. There is residual atmospheric drag (meaning stray gas atoms) at these altitudes that can decay the orbit of a satellite. That is why there are a number of bits and pieces of space debris raining down on our poor old planet every year. The ISS maintains a stable orbit between 200 and 240 miles, although satellites in the range of 160 miles need assistance to stay in orbit. But the atmosphere goes even higher with the upper most region of the Earth’s atmosphere called the exosphere, coming in between 300 and 600 miles high, depending upon solar activity. The highest flight flown by the Space Shuttle was during a Hubble repair mission, reaching 385 miles above the Earth. The exosphere merges with interplanetary space. Once out of the exosphere, space travelers must take on another hazard, the Van Allen Belt. The Van Allen Belt surrounds the earth as one of the properties of the Earth’s magnetic field that helps keep the sun from cooking us radiationsensitive critters. Basically a “solar radiation catcher,” the Van Allen Belt has an inner belt the ranges from between about 600 miles to 3,700 miles above the Earth and an outer belt that ranges from about 8,000 miles to 37,000 miles above the Earth. Long-term human exposure to Van Allen radiation is not a good thing, one of the reasons all manned space flight except the Apollo moon missions (one Gemini mission reached an apogee of 850 miles) stayed below this region of space. Apollo did carry dedicated radiation shielding, but also relied on limited mission duration. The longest mission was just more than 12 days for Apollo 17, the last mission to the moon in December 1972. Even then, Apollo 17 did not
Ed Downs in the right seat position viewing a Primary Flight Display. remain in the Van Allen Belt for an extended period of time. This is like an IFR flight that departs IFR to VFR on top and then descends IFR to the landing. Not much time is actually spent in IMC conditions. Orion is designed to transit and even live within this region of space. The bottom line is that manned orbital flight, including Space Shuttle missions, ISS and all ISS supply and crew missions are technically in an Earth environment, not interplanetary space. The first test flight of Orion will place the vehicle in Earth orbit at 3,600 miles
(Ed Downs)
above the Earth, about 15 times higher than the Space Shuttle normally operated. With Orion, we are back in the interplanetary “space game.” So, given the preceding fun-filled facts, how did I end up at the Lynden B. Johnson Space Center in Houston, Texas, sitting in the launch position in an Orion spacecraft? In short, it was a matter of timing, luck and the support of dedicated NASA folks, in particular, Brandi Dean, Public Affairs Office, Johnson Space Center, and John McCullough, Manager, Continued on Page 30
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Pilot Report: The Orion Spacecraft Continued from Page 29 Orion Vehicle Integration, as well as unnamed management that made the decisions to let me in the door. In early September 2013, I received a news release from NASA regarding a meeting with astronauts and an evaluation of Orion avionics displays. Like many, I was not familiar with the Orion program, but it caught my eye. At first glance, it seemed as though the Orion was little more than a re-do of the Apollo, being a conically shaped craft that
(according to the PR photos) appeared to seat three and returned to earth by parachute. Acting as Editor, Industry and Government Affairs for In Flight USA, I elected to take a closer look. Why, I asked myself, was NASA developing this “Orion” when I knew that commercial companies were developing ISS support vehicles? I contacted Ms. Dean for more information and was assisted with additional facts. It became immediately apparent that my first impressions were
profoundly wrong. As a matter of chance, I was scheduled to teach a Flight Instructor Refresher Clinic (FIRC) in Houston at the end of October and queried Ms. Dean as to the possibility of me visiting the engineering development mock-up for a firsthand look at Orion. While our discussions were in progress, our national leadership inside the beltway decided to let the government go out of business, and Johnson Space Center staff was placed on stand-down. It looked like the entire article would not happen.
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Fortunately, the sequester ended just a week before my planned FIRC class, and Ms. Dean was able to pull NASA’s end of the effort together. With only a few days’ notice, John McCullough was asked to provide me with a briefing, and questions were sent to NASA so that a presentation could be arranged. It was an out and out “can do” effort. I arrived at the Johnson Space Center visitor building to meet Brandi, who would serve as my escort into the restricted area that I would visit. We drove to a huge building just a short distance away, entering through a nondescript door, at which point this writer was overwhelmed by the amount of space hardware in play, most of which is used for astronaut training. It was like being at Disney World for the first time and not knowing where to begin. Fortunately, John was waiting for us at a group of tables set in front of the two Orion engineering mock-ups, prepared to answer my questions with an excellent presentation. John McCullough is a NASA veteran, intimately connected with the Space Shuttle program and a person whose enthusiasm for the Orion Continued on Page 33
Flight Training Tools Continued from Page 24 Founder Dan Dyer is a flight instructor and flight school owner living and flying in the San Francisco Bay Area, certified in both airplanes and helicopters. He has developed a reputation for being a charismatic public speaker and an effective educator in his 20-plus years of classroom training and one-on-one instruction. During his own flight training, Dyer was struck both with the amount of information pilots are expected to know and how ineffectively some of the information is taught. With his passion for training effectiveness and his degree in Cognitive Science from UCLA, Dyer spends a lot of time trying to understand how people think and learn and creating flight-training tools using those insights. Dan now runs the San Carlos Flight Center and pushes his passion for aviation further across the San Francisco Bay Area aviation community. Always learning, one of Dyer’s favorite experiences is when he sees flight instructors sharing their training methods with other flight instructors. Dyer Flight and San Carlos Flight Center are both based on that vision and the belief that effective learning can be fun. For more information, visit www.dyerflight.com.
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Flying With Faber THE RUBBER CHICKEN hen a self-made, fabulously wealthy business person is asked to reveal the secrets of his or her success, at or near the top of the list is invariably the following: “I always associated myself with people who were smarter than I in their specialized field. I always tried to hire those folks as part of my team.” Well, I’m not one of those business icons. Nor am I one of those smart guys they pursued to be part of their team. However, to elevate my proficiency as a pilot, I have always attempted to follow that business philosophy. I consistently sought out pilots with flying skills superior to mine. With a healthy population of flight instructors, professional pilots and folks who are just naturals in an airplane, meeting outstanding pilots has never been too difficult. Some of these men and women became my friends as well as my flying buddies. Of course, for our acquaintances to blossom into friendships, these folks had to possess other qualities. The person had to be endowed with decency, integrity, affability and kindheartedness – plus our personalities had to be compatible. For example, one guy, a former airline pilot, did not make the cut. At first his skills impressed me – until I discovered that he was fired from a major airline for what I will only describe as inappropriate, dangerous pilot behavior. He had great airplane skills but horrendous people skills. As time progressed, he revealed a pattern of invidious behavior and a level of bigotry the likes of which I had never witnessed. He was constantly hurling loathsome and/or vulgar remarks about any person whose color, accent, religion or ethnicity was anything other than his. Essentially, this story is about the irrelevance of ethnicity. All of the folks I am about to describe sprung from a variety of cultures and life styles. What attracted us to one another and what kept us in a near inseparable bond was that we were a group of decent folks with an insatiable love and respect for aviation. Kind, humane people – devotees of aviation – nothing else mattered.
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Mike and His Pet Rubber Chicken Let’s start with Mike whose instrument ground school I was attending. I
had never met an instructor who made aviation concepts seem so clear and easy. For example, warm fronts, cold fronts, high and low pressure systems were an enigma to me until Mike deciphered them. He broke airspace down into logical and understandable blocks and carefully explained the purpose and function of each. If you were selected to answer a question, heaven help you if your answer was wrong. He would respond by hurling a rubber chicken at you. Not only would the class explode with laughter, you never again forgot the right answer. I was so impressed with Mike, I asked him if I could purchase a few hours of instruction in the airplane. I was having great difficulty with ILS approaches. He initially declined, stating that he did not have sufficient time for individual instruction. As I continued to implore, he asked me a few questions about corporate law. I gave him the best answers that my years as a lawyer could provide. Eventually, he relented. We met at the airport, I was poised to leap into the plane. “Where are you going,” he inquired? “An airplane is the last place to learn how to fly.” We sat under the wing as he inquired about my ILS difficulties. I described my problem and he offered several remedies. We finally jumped into the airplane. My first ILS approach was miraculously the best I had executed to date! With a twinkle in his eye, he suggested an NDB approach – a procedure beyond my capability. That was during the 1970s. When was the last time anyone in this century has performed an NDB approach? We climbed to altitude and I ineptly commenced, and immediately doomed the NDB approach. I immediately felt an object strike the top of my head. It was the rubber chicken!
“How about letting me fly your J3?” I flippantly asked. “How about letting me fly your Aztec?” he responded. Bill, a CFII, was an engineer at a major southern California aerospace company. We spent many fun-filled hours flying one another’s airplane. As a bonus, I maintained my instrument currency. Super intelligent and highly educated, Bill was a down-to-earth guy – almost too down-to-earth. One day, I was with a business acquaintance, a charming fellow but rather arrogant and snooty. I was trying to impress the guy with my legal and worldly skills. Bill was with us and the subject turned to his frequent aerospacerelated business trips to Paris. “Paris is all right, but you can’t get a decent meal in that town.” Mr. Snooty was aghast. I was mortified –but today, I fondly recall the story as one of the funniest in my memory. Sadly, Bill is gone. He was one of the warmest and most genuine people I’ve ever met, and a superb pilot.
Bill and His J-3
When I first met Eugene, I was 15 and he was in his 20s. He flew historic aircraft such as BT-13s, Howard DGAs, Ryans, Mooney Mites and Culver Darts – many younger aviators today have probably never heard of some of those airplanes, most of which were quite challenging to fly – but Eugene seemed almost in unison with his aircraft. Gene would strap me into the BT-13, open the canopy and perform slow rolls. I was sure that I would tumble out of the aircraft. Although I had been interested in aviation since my first flight in a Ford
The first time I laid eyes on Bill, he was washing his bright yellow J-3 Cub. The airplane was entirely original – 65 horsepower Continental engine, wooden propeller, no radios. At the time, I owned a Piper Aztec. I took half of my private instruction in a J-3. (The other half was in a Taylorcraft BC-12-D). During the check ride in the Cub, I was required to perform a spin and an off-field landing to a grass field. To this day, the J-3 is dear to my heart.
Liz – A Stupendous Aviatrix Liz is an exceptional aviator and a person of profound character. She aced a 100 on the instrument written exam! She is facile with airplane-snap rolls, hammerheads, loops – you name it. During a period when a bunch of us would hang out at the airport all day, go to lunch and perhaps dinner, she was always one of the gang, except we curtailed our saucy language around her. Whenever she touched down at Chino Airport, we could always count on her to bring back one of those delicious pies from Flo’s Restaurant.
Eugene-My Mentor and Hero
Stuart J. Faber and Aunt Bea
Tri-Motor at age 5, Gene further sparked and intensified my enthusiasm. Although he was not an instructor, he patiently taught me a great deal.
Dean – He Flew until he Died Dean was in his 60s when I met him. We flew together until he was well into his 80s. A commercial artist and a CFII, Dean was dexterous with any aircraft he was piloting. We also shared an interest in culinary arts. I recall the first time he took the controls of my C-210 and later my Aztec. He handled each as smoothly as if he had been born in them. He accompanied me on many long crosscountry trips. He always knew where we were and what was required to successfully complete each mission. He could explain virtually any principle of aerodynamics, instrument flying or weather from memory. At times I would argue with him, but he was always right.
Kevin – A Great Pilot, Lovable, but a Little Crazy Kevin, another CFII, shared my profound love of aviation. He maintained the rating just so that he could have the opportunity to fly a variety of airplanes. I doubt that he ever charged anyone for his instruction. He had absolutely no fear of any weather or other flying conditions. Perhaps that was his major fault. If we were caught in severe turbulence, I would relinquish the controls and he flew the airplane as if he were gliding a boat on calm water, even if the wings seemed to be close to separation from the fuselage. On more than one occasion, in the middle of the night, he would call me, or I would call him. “Hey, it's raining cats and dogs, let's go up and get some actual.” We would meet at the airport, dash from the cars to the airplane; soaking wet, hop in the plane and off we would go.
Ted-The Professor of Aviation Continued on Page 32
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Flying With Faber Continued from Page 31 Ted was another one of these guys who could mount a barn door and make it fly. He flew P-51s and B-25s with the ease of flying a Cessna 150. A CFII, he was a walking aviation encyclopedia. Whatever question he was asked, be it the most esoteric element of aviation, he knew the answer. We would deliberately look up remote subjects just to see if we could trick him. We were never successful.
January 2014
ject that dominated his conversation. I announced my return to California in my T-210. Hank gleefully bellowed: “I’ll go with you.” I met him at the hospital where he worked. He ripped off his white coat, donned his flight jacket and away we went. I was astounded with his map reading skills. He could detect microscopic spots on aviation maps and then point to them on the ground. “There’s an abandoned well,” he would proclaim as if reading a detailed x-ray. During a stop in Amarillo, the crosswinds
Hank – Doctor of Aviation Hank, a medical doctor, specializes in radiology. But you would never know it. I was in Wisconsin for a few weeks, met him through Eugene, and joined their group on daily breakfast flights. I did not become aware of his line of work until three breakfasts later. He was just an unpretentious Midwestern guy who rarely spoke about his work. His airplane of choice, a Stinson 108-2, was the sub-
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were so severe, it took both of us to yank the wheel to the stops and stomp on the rudder pedals with dear life until the aircraft finally came to a safe halt. We eventually landed in Burbank, Hank hopped on an airliner and flew back to attend to his patients. Last year, for my 80th birthday, I threw myself a huge party. I trained for, and performed 100 near-perfect pushups. Hank, with his wife, flew his Mooney, (alas, he sold his Stinson), to Los Angeles to attend the party. That is a devoted friend.
Ken – Great Pilot, Questionable IFR Spotter Ken was another Stinson 108-2 driver. He owned and coveted this airplane for more than 25 years. Ken could gracefully land that bird in a fierce crosswind or on a precarious table-top mountain strip. He executed impeccable crosswind, three pointer or main wheels landings. One could barely hear the wheels as they kissed the runway. Ken housed his Stinson in a tornadoproof hangar. One day, some guy landed an airplane on the runway parallel to Ken’s row of hangars. The airplane veered off the runway, crashed into a solitary hangar along the row and destroyed everything within, including the airplane. Guess who had the unlucky hangar? Ken was never the same, like a parent who lost a child. Another not-so-funny-at-the-time story: I was practicing IFR procedures under the hood. Ken was my spotter. “See any aircraft,” I called out? No answer – just heavy snoring.
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Then there was Art, a snazzy dresser – a jovial, vivacious guy who owned a classic Cessna 180. The airplane was as snazzy as Art and as immaculate as the day it left the factory. Art could threepoint that machine almost with his eyes shut.
Zack – Sartorially Challenged, But a Good Instructor Zack was a CFII. We would often fly IFR from Van Nuys Airport to Torrance Airport, then sprint across the street to Del Monte’s – at the time, the best steak house in Los Angeles County. In addition to his mismatched attire, Zack wore a ridiculous toupee. He must have paid five bucks for it. I harbored an occasional fantasy of flying with him in a Continued on Page 34
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Pilot Report: The Orion Spacecraft Continued from Page 30 project made me instantly know that I was in good hands. I could not have asked for a better “check airman.” Much of what we discussed has been covered in the preceding paragraphs, so let me stick to the machine itself. First, let’s address the term “engineering mock-up.” The two Orion vehicles I was to visit contained actual hardware, and are an integral part of the vehicle development program. They permit engineering staff to perform “fit and feel” of a variety of components, some which are designed and constructed by local engineering colleges and even high schools as a part of NASA’s educational outreach program. These were not pretty wooden display models used for PR. The Orion is larger than Apollo – 16.5 feet in diameter versus the Apollo at 12.8 feet. This may not seem like much but it adds up to an interior volume that is approximately 60 percent larger than Apollo. Designed to carry six when servicing the ISS, and four when used for long range missions, it is not crowded. The interior “cabin width” of Orion is slightly larger than that of the ubiquitous Boeing 737 which crams six-abreast seating into that space versus the Orion’s three-abreast seating. While unlike the Boeing, the sidewalls do taper in on Orion, one must remember that most of Orion’s flight will be in weightless conditions, making a small space seem much larger. The conical shape of Orion is not simply a copy of Apollo, but dictated by aerodynamics that insures a stable reentry with minimum attitude guidance needed once the descent begins. Seat structures are designed to fold out of the way for weightless flight, as they are simply not needed. Both the Apollo and Space Shuttle use batteries and fuel cells for power, which means they had very finite fuel limits. Not so with Orion, which uses batteries and solar cells to provide power for missions lasting many months. The Apollo Command Module weighed in at almost 13,000 lbs. while the Orion Command Module tips the scales at about 22,000 lbs. To be sure, Orion is a larger, long range machine. Using the term “Orion” to describe the spacecraft is not completely accurate. The Orion spacecraft system actually consists of several major components that are “stacked” together as mission needs dictate. The first of these is an abort system, which permits the crew to break free from a booster that might misbehave and also incorporates a shroud that completely covers the crew module during launch. Second is the crew mod-
International Space Station training mock-up. ule which provides a human habitat for both launch and recover and contains the primary flight management system from which the spacecraft is controlled by the crew. The crew module incorporates a universal docking collar that permits the crew module to dock with the ISS, a lunar lander, or even an extended range habitat for asteroid and Mars missions. Also included in the crew module is the three-parachute package that will gently lower Orion to a water landing. Although initially designed for both hard surface and water landings, the normal mode of recovery will be similar to Apollo, utilizing the flexibility of returning to a point in the ocean. The decision to concentrate on ocean landings greatly simplified the need for complex shock absorption technology which is both space consuming and heavy. Next in the stack is the crew module adapter, which is the portion of the service module that the U.S. is producing (with the European Space Agency building the ESA service module below that). This area contains the avionics interfaces and systems that tie to the crew module through the crew module/service module umbilical. Different avionics configurations can be installed to permit mission flexibility. The crew module adapter plugs into the service module (built through a cooperative agreement with the European Space Agency), which provides electrical power, propulsion (utilizing the Space Shuttle orbital maneuvering engine), attitude control and environmental control. Once in flight, four solar panels deploy from the service module, taking on an appearance wonderfully similar to the Star Wars X-fighter. How cool is that! If flying beyond earth orbit, an Interim Cryogenic Propulsion Stage is added to this total stack for the final push from the
(Ed Downs)
earth’s gravitational grip. A spacecraft adapter is used to connect the Orion stack to the launch booster of choice. Unlike Apollo, which was a single purpose system, Orion embodies a high degree of mission flexibility. Having completed a detailed presentation, it was time to enter the spacecraft, but not without a safety briefing. Another member of the Orion team provided a thorough briefing regarding those things that one can touch and those that are best
left alone. In some cases, installed equipment is in place for integration fitting and interference checking, but you would not want to place any real force on them. Colored “grab straps” were installed in various locations to assist creaky old guys like this writer move about with some degree of dignity. The crew seating is lying on its back in the launch position, and one can get a bit disorientated. The best advice received; think before placing your hands and feet anywhere... a good tip. As I entered the spacecraft, the primary flight displays were not immediately visible. One must be seated in the pilot position to clearly see the three flat panel displays and system control switches. This is a great simplification from the Space Shuttle which had up to 11 displays. The flight displays are suspended from the side wall and, due to being on one’s back, appear to be somewhat over your head. The switches are easily accessed and, unlike many advanced technology panels in modern business and GA aircraft, switches are large, guarded and easy to grasp. Only three flat panel displays are needed to pilot the Orion, one in front of each of the three-abreast “pilot” seats. Any crewmember can operate any or all Continued on Page 34
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January 2014
Pilot Report: The Orion Spacecraft Continued from Page 33 three, displays from any position. A side control stick (actually a flexible stalk) is operated by the left hand and contains a multi-position thumb switch that can run a curser to any selection on the Primary Flight Management Display. Much like using a mouse, it is not necessary to use the alternate touch screen technology. The “smart stick” also permits activation of the attitude thrusters. In short, one can work just about everything necessary, in comfort, under high “G” conditions. Attitude control, engine operations, navigation, communications and environmental control (a mix of ISS and shuttle-like technology, with new developments for mission specific environmental applications) are all managed from the three primary flight displays. This old-time pilot found the arrangement intuitive and logical. The three astronauts seated in the command positions have limited (but adequate) forward visibility through two
relatively large windows, and lateral visibility through windows to the left and right of the pilot seats. Additional “porthole” type windows permit a view from several other locations in the spacecraft. There is no sense of confinement. John pointed out the mock-up that I was in was a bit more confined than the final version in that it incorporated a space eating shock absorption system originally designed for landing on a hard surface. The number two mock-up was configured closer the final version and incorporates helicopter type shock absorbing seats, making it feel quite spacious. The base (floor?) of the Orion has numerous compartments for storage. The Orion does not have an airlock, so a spacewalk would necessitate depressurization of the entire crew module. All systems in the crew module are designed to operate in a complete vacuum. Finally, but certainly not last, is the largest single unit heat shield ever used in space flight, manufactured by Textron,
consisting of a fiberglass-phenolic honeycomb structure on the skin, with each of the honeycomb’s 320,000 cells filled with the ablative material and an Avcoattreated shell that will shield Orion from the extreme heat it will experience as it returns to Earth’s atmosphere at more than 20,000 mph. The ablative material will wear away as it heats up during Orion’s re-entry into the atmosphere, preventing heat from being transferred to the rest of the capsule. Having already overstayed my scheduled time, I was willing to call this adventure to a close, but John was not done. Upon exiting the Orion, I was led to a section of the building that was blocked from view by a large structure supporting a training crew cabin for the Space Shuttle. Around the corner was a complete training suite of the entire International Space Station... yep... it was a big building! As we approached the ISS, John pointed out a Soyuz spacecraft which is use for astronaut training.
Having just exited the Orion, I was frankly shocked at the small size of the Soyuz. While this writer has certainly seen photos of this classic spacecraft, the Soyuz made me appreciate the comparatively roomy cabin of a Cessna 150! Finally, the visit came to a close, with this writer leaving with a sense of excitement that was once thought lost. With minimum funding and a launch schedule that challenges the ability to maintain a continuously working infrastructure, NASA pros are managing to rebuild a space flight capability that had been all but lost. In Flight USA thanks Johnson Space Center and its dedicated staff for making this visit possible. Stay tuned as In Flight USA covers this ongoing story of America’s return to interplanetary space travel. For an update on Orion activity, visit www.nasa.gov and search for “Orion Spacecraft.” Watch this history making effort as it matures into the manned space program of the future.
I was unaware that a relationship with a flight instructor required exclusivity. Some of these folks have moved away. Sadly, too many of them are no longer with us. For years, we were a close-knit assemblage of pilots. We had much in common, yet we were a diverse group of individuals. Some were financially well-to-do. Others were barely
making a living. Our lives and ethnicities were diverse as well. But that’s irrelevant. What mattered was their integrity, their loyalty, their humor and their trustworthiness. What counted most was how we treated one another, and our level of devotion to, and respect for, aviation, and how each could repel the onslaught of a rubber chicken. That’s all that should
matter. In every walk of life in this country, all that should matter is a person’s decency, honor, and compassion, plus their devotion to the people they love and to the worthy endeavors they pursue.
had one of them there fancy Ballistic Chutes, so he knew he’d be safe. The weather was terrible at best, but off he went and some of the reports said his Chute came off at 240 kts. You can fill in the blanks. I know my friend Rick and I stared in disbelief as he sauntered off and we both were thinking the same thing, “sure hate to see a good airplane get bent.” And now, the reason I am once again addressing crashes that occur before take off: Just a few weeks ago a really good guy in a really good airplane took off in some really cold, high-mountain weather with six souls on board, heading into even worse weather than he left behind. He was a great guy, loved by many and now missed by even more as he still hasn’t been found, and it’s been a few weeks since contact was lost. Please, I knew him, he was lovely and had I been in his immediate vicinity I would have stood on a table and begged him to again consider
postponing the flight. To his family or friends that might read this, you have my heartfelt sympathy. I only write this with the hope someone else will take a step back and reconsider his or her departure.
white haired, bearded seniors like myself... come to think of it, what the heck was I doing there? Oh, I remember, it was being taught by another almost white haired hero of mine, Dave Morss. If you don’t know who Dave is, find out... he’s done and flown everything you wished you had flown. And finally, my new Mexico Mentor program has launched for those of you that believe all the rumors about flying in Mexico is dangerous... wrong! It’s not – it’s fun and it’s easy. So, if you are ready to go or are thinking about it, give me a call. I know where the best fishing is and where the best Sushi is being served. Find a copy of the December issue of In Flight and check out the Baja Pirates advertisement... and then you’ll know the rest of the story. Until next time... That’s Thirty! “Over”
Flying With Faber Continued from Page 32 BT-13, opening the canopy and watching his wig fly off. One day, Zack abruptly stopped speaking to me. I would say hello and he would strut by without looking me in the eye. I finally asked him why the cold shoulder. He responded that he saw me flying with other instructors. I was sorry he felt that way – I really liked him.
What’s Up Continued from Page 26 and look at them with an open mind. He was a low-time pilot flying an airplane that was over his head and he barely knew how to use the many systems and safety devices that were in the airplane. He left NYC in a hurry at commute time, he had a minor injury, and was uncomfortable, he was having words with his wife, and at best he took off in marginal VFR weather. Had he gone home, instead of Martha’s Vineyard, he might have survived. He never knew he was in trouble and when he did it was too late. Hence, my comment, he crashed before he took off. Since that time I have been in one of the many gambling establishments in Northern California, including Reno and Lake Tahoe, and I remember one “Arrogant” poster child standing next to me, finishing off his last drink, and bragging that he was leaving to fly home in his almost new Whoop-di-Do Go-Kart that
On Final It looks like the New Year is starting off at a run. Lots of new and wonderful things are happening. The flight schools are vying for your business, so they are sprucing up their digs, providing some great classes to keep you safe and happy and people are buying airplanes again. I’d be remiss not to mention a great class I attended at The San Carlos Flight Center (SQL). The subject was “Ten things not to do when taking a check ride.” It was a hoot and the class was part CFIs, part Student Pilots, but what tickled me were the seats filled by a bunch of
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WENDELL MINOR’S ILLUSTRATIONS AND ART TAKE CENTER STAGE THE NORMAN ROCKWELL MUSEUM By Mark Rhodes endell Minor has built a reputation as one of America’s most prolific and accomplished illustrators. His work as an illustrator has been mostly associated with prestige, historically oriented towards young reader’s books such as Rachel: The Story of Rachel Carson; Abraham Lincoln Comes Home and Sitting Bull Remembers. However, he has leant his artistic hand to a number of “grown up” books such as David McCullough’s Pulitzer Prize Winning biography Truman, 1776 and John Adams, as well as Pat Conroy’s Best Seller Beach Music. Mr. Minor’s lifelong interest in aviation and space exploration has seen him work on aviation-themed books such as Harry Comb’s Kill Devil Hill, in collaboration with the likes of Buzz Aldrin with whom he worked on Look to the Stars, a memoir aimed at young readers of Aldrin’s life and work as a test pilot and then as an astronaut. His work was also on display in the 2011 Robert Burleighpenned young readers work Night Flight: Amelia Earhart Crosses the Atlantic. Most recently, Minor’s legacy as an
The Rockwell Museum was a real revelation to my wife, Lynn and me. We had appreciated and admired Rockwell’s work but perhaps, in some way, had taken his very familiar imagery and style for granted. Seeing his work in the museum helped renew our appreciation for the subtleties of his technique and the broadness of his ability. Wendell Minor’s work as an illustrator is very much in the vein of classic American illustrators such as N.C. Wyeth, Frank Schoonover, Howard Pyle and, of course, Norman Rockwell. Mr. Minor’s body of work and this exhibit should help cement Mr. Minor’s place in this firmament and further the place and importance of illustration in the literary and storytelling tradition of American history, including keeping the romance and myth of aviation alive and well. For more about the Norman Rockwell museum see www.nrm.org For more about Wendell Minor’s life and work see www.minorart.com
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Mark Rhodes, Wendell Minor and Beth Porter at the opening of the Wendell Minor exhibit at the Norman Rockwell Museum. (Photo Lynn Rhodes)
AT
Look to the Stars , 2009. Cover illustration. ©Wendell Minor. All rights reserved. artist and illustrator was honored with an exhibit at the Norman Rockwell Museum of Art in Stockbridge, Mass. appropriately titled Wendell Minor’s America. The opening was a crowded and rousing affair with Mr. Minor speaking about his career as an illustrator, his philosophy relating to his approach to his craft, and his appreciation for his lovely wife (and sometime collaborator), Florence. Also on hand was the previously mentioned great American author and Pulitzer Prize winner David McCullough to express his deep friendship and appreciation of Mr. Minor as not only an illustrator, but as a good and lifelong confidant and friend.
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First Flights, 2009. Illustration for Look to the Stars. ©Wendell Minor. All rights reserved.
S t a l l i o n 5 1 C o r p o r a t i o n • 3 9 5 1 M e r l i n D r. • K i s s i m m e e , F L 3 4 7 4 1 P h o n e ( 4 0 7 ) 8 4 6 - 4 4 0 0 • F a x ( 4 0 7 ) 8 4 6 - 0 4 1 4 • w w w. s t a l l i o n 5 1 . c o m
In Flight USA Celebrating 30 Years
36
BUDGET WOES CAUSE AF By Jim Garamone American Forces Press Service Budget battles here are causing tectonic shifts in the Air Force, the service’s leaders said during a Pentagon news conference Dec. 13. Acting Air Force Secretary Eric Fanning and Gen. Mark A. Welsh III, the Air Force chief of staff, said that even with some relief from sequestration, the service will pay the bills via force struc-
ONE
TO
ture, modernization and readiness. How this occurs will affect what the service will look like in 2023, when sequestration ends, they said. The proposed budget deal making its way through Congress would mitigate some near-term readiness problems, Welsh said, and Air Force leaders will put any money Congress approves beyond sequestration into training and maintenance accounts. Still, he said, this doesn’t change the
MAN HAS THE POWER
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“Eddie flies the Stearman like no other Stearman pilot out there. He’s Extreme.” Wayne Handley, Pilot, Winner, Art Scholl Award for Showmanship Explosive Maneuvers in the Commanding Yak-9 “Barbarossa”
After Three Years and a Major Overhaul,
Eddies New P51 “PRIMO BRANCO” Takes Flight
January 2014
REFINE FUNDING PRIORITIES long-term picture, noting that sequestration poses a “Sophie’s Choice” dilemma for the Air Force. Does the service choose to keep near-term readiness high at the expense of force modernization, or vice versa? “That’s the balance we’re trying to walk,” Welsh said. One example of this conundrum is the close-air support mission. The Air Force is studying proposals on how best to carry out this core mission, the general said. One proposal would eliminate the A-10 Thunderbolt II close-air support aircraft – the aircraft Welsh flew as a young pilot. If money were no object, the A-10 would be a great platform to retain, the general said. But money is tight, he noted, and will be tighter. “To pay our $12 billion-a-year bill toward sequestration, we have got to find savings in big chunks,” Welsh said. “That’s the problem. And that’s what all these discussions are based on. It’s not about a specific platform. It’s about balancing the mission sets.” The Air Force ultimately will replace the A-10 with the F-35 Lightning II joint strike fighter, Welsh said. “That plan hasn’t changed.” The general said other aircraft, F16s, B-1s and B-52s, provide roughly 75 percent of the close-air support in Afghanistan today. “We have a lot of airplanes that can perform that mission and perform it well,” he said. “Those other aircraft do other things for us.” Saving money also is important, he said. “To do that, you have to start talking
Acting Secretary of the Air Force Eric K. Fanning and Air Force Chief of Staff Gen. Mark A. Welsh III present the “State of the Air Force,” during a Pentagon press briefing Dec. 13, 2013. (U.S. Air Force photo/Scott M. Ash) about fleet divestitures, because you have to get rid of the infrastructure behind the aircraft – the logistics tail, the supply systems, the facilities that do all the logistical support and depot maintenance, et cetera,” he said. “That’s where you create big savings.” Changing force structure also will change the service, and this is inevitable, Welsh said. “We will have to draw down people – both the tooth and the tail that comes with that force structure,” he added. Personnel policies will be used to shape the force, and the service is getting these policies out to Airmen now so they can make informed decisions, Welsh said. “We’d love to get all this done with voluntary force-shaping measures over a period of time,” he said. “If we ... have to take involuntary measures, I would like everyone to have at least six months of time to talk to their family (and) to think about the impact this could have on them.”
Learning To Fly in the 1940s
Eddie Andreini Airshows 650-726-2065
Continued from Page 20 propped it and, with little misgivings, I taxied slowly down the path to the grass runway. That was more than 67 years ago and I still get a thrill from remembering the time and the feeling when I first “slipped the burley bonds of earth.” However, things then got complicated a bit as was to be the case many times in my next 40 years of air venture. I made my first “downwind” leg turning as in practice at set point for the base leg and then on to final. Everything was proceeding as practiced, except I was too high and was going to miss the runway! Not to be disturbed, I got a plan, as I did many times in the years to come. It was only 12 miles north to our ranch and a big grassy pasture that I knew very well. I thought, “I will just go up there and practice one or two landings and then
come back and finish off my solo flight procedures.” I did and it worked! As I came back to the airstrip the instructor was standing on the runway frantically looking for me and his plane. “No problem,” I wanted to tell him! I just lined up on the north-south runway and touched down. Then took right back off and made the proper three legs of the “pattern” and made as good a landing as I ever did later. Well, I qualified. Meanwhile, the instructor (after throwing his hands in the air) went back to his little office and was filling out paperwork when I carefully brought the little plane back to the parking area. As he made out my certification for a license he had a bit to say. “Briggs, you are going to be a very good pilot, and also you are a very dangerous man.” “Thanks” I said, and departed.
January 2014
OODIES AND ADGETS
www.inflightusa.com
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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.
The Deohako Propshot Lens The Deohako Prop Shot-Smarty is a universal smartphone lens and mount for your iPhone, Samsung, or other mobile device that allows video footage to be captured without the propeller distortion and Jello effect usually experienced while shootsing aerial videography. The Deohako PropShot Lens uses a special dual circular polarizer lens plus a neutral density filter to capture professional looking video. The universal smartphone grip adjusts to securely hold your mobile device. Its rotating ball head positions your smartphone at any angle to capture amazing flight footage. Just slide your phone into the smartphone holder, add the Prop Shot Lens, and start filming. For more information, visit www.aircraftspruce.com, or contact Aircraft Spruce at 1-877/477-7823 or 1-
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951/372-9555 and reference part number 13-14857.
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For more information, visit www.aircraftspruce.com, or contact Aircraft Spruce at 1-877/477-7823 or 1-951/3729555 and reference part number 13-06722.
The Aerox Diluter Demand Oxygen Mask
The QFC Cessna Towbar Extension The "Quick-fold Compact Towbar" also known as the “QFC-Towbar” is new to the market and the design was patented with you in mind. No more backbreaking, bend-over towing. Simply attach the QFC-Towbar extension to your already existent Cessna tow bar and stand up straight, away from under the propeller, for an added extension of 33 inches. The QFC-Towbar has a unique compact design allowing for secure storage. It simply folds flat and is stowed securely along side the factory tow bar in the luggage compartment.
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The 4110-725 Aerox Diluter Demand Mask is a long-awaited alternative for approved replacements of highaltitude masks. The Aerox Quick Comfort series diluter demand mask comes standard with an electret microphone and an inflatable Quick Comfort head harness. This head harness provides maximum comfort while allowing a very quick don and promotes an excellent seal to any face. The mask features a carbon fiber construction for light weight, and soft silicon rubber for a comfortable fit. Connectors are available for most built-in systems. This mask is easily mounted with the available carbon fiber stowage cup, Aerox is also able to manufacture a portable walk-around system with the same outlet plug that is on your aircraft,
so you can easily disconnect from the onboard system and plug directly into a portable system allowing mobility. This 4110-725 series mask is intended to be used by crew and passengers in the general aviation industry to an altitude of 40,000 feet MSL. The approval for this mask compliments other FAA approvals aerox® has already been granted for oxygen system components. For more information, visit www.aircraftspruce.com, or contact Aircraft Spruce at 1-877/477-7823 or 1951/372-9555 and reference part number 13-12359.
AIR FORCE THUNDERBIRDS SCHEDULE
Potential Appearance at Oshkosh August 2-3 By EAA Staff he U.S. Air Force Thunderbirds, one of the world’s premier military jet teams, has scheduled an appearance at EAA AirVenture Oshkosh as part of its 2014 flying schedule. The 62nd annual EAA fly-in convention is scheduled for July 28-Aug. 3 at Wittman Regional Airport in Oshkosh, Wis. The Thunderbirds’ initial schedule at Oshkosh includes potential performances on the event’s final weekend - Saturday and Sunday, Aug. 2-3. The exact activities and schedule are still being finalized. It would mark the first time a U.S. military jet demonstration team would perform its full show in front of Oshkosh audiences. “We are excited about being part of the Thunderbirds’ initial 2014 airshow schedule, as they return to flight status in the coming year with a potential appearance at The World’s Greatest Aviation Celebration in Oshkosh,” said Jim DiMatteo, EAA’s vice president of AirVenture features and attractions.
T
Thunderbirds No. 5 and 6 perform a reflection pass during a practice show at Scott Air Force Base. (U.S. Air Force photo/Master Sgt. Jack Braden) “There is no better public aviation event for the Thunderbirds than at Oshkosh, which has attracted an unmatched lineup of incredible aircraft and personalities over the past six decades. The
Thunderbirds provide the ‘wow’ factor wherever they appear, but that ‘wow’ will never be bigger than it is at AirVenture next summer.” EAA will now begin working with
the Thunderbirds and other key entities on essential operational issues before final confirmation for an AirVenture appearance can be made. The Thunderbirds are based at Nellis Air Force Base in Nevada but spend more than 200 days on “the road” each year, flying before millions of spectators. The team was founded in May 1953 as the 3600th Air Demonstration Unit and began by flying the F-84G Thunderjet. Through the years, the team has performed in a variety of aircraft, including the F-84G Thunderstreak, F-100C Super Sabre, F-105B Thunderchief, F-4E Phantom, and T-38 Talon. Today, the Thunderbirds fly their famous red, white, and blue F-16s to showcase the pride and precision of the U.S. Air Force and represent all Air Force members who voluntarily serve America and defend freedom. More information about the U.S. Air Force Thunderbirds is available at AFThunderbirds.com. AirVenture Oshkosh 2014 tickets are on sale online at www.eaa.org.
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In Flight USA Celebrating 30 Years
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January 2014
INFLIGHT CONTROL LOSS TOP CAUSE OF FATALS – CAN BE FIXED SAFE SAYS A paper released in 2013 by the Society of Aviation and Flight Educators (SAFE) reiterates that loss of control inflight (LOC-I) is the leading cause of fatal GA accidents and suggests ways pilots can prevent it. The paper, titled Maintaining Aircraft Control, is available free to the public in the SAFE Resource Center at www.safepilots.org/resourcecenter/public-documents/. A study by the FAA’s General Aviation Joint Steering Committee in 2012 showed that LOC-I fatal accidents occur at almost three times the rate of the second leading cause, controlled flight into terrain. “In fact,” said co-author Rich Stowell, “inflight loss of control accidents from 2001 to 2010 outnumbered the next five accident categories combined, so in 2012 FAA flagged GA inflight loss of control accidents as a special safety emphasis area.” A 3:43 minute SAFE inflight video demonstrating several loss of control scenarios is available at
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www.youtube.com/watch?v=J9xYX8R_ uUU. (Caution: may not be suitable for viewers with weak stomachs). The new document discusses fatal GA upsets attributable to pilots, the flight environment, weather, aircraft system anomalies and operations that take the aircraft outside its design limitations. A special section explains the difference between upset prevention and recovery training and traditional aerobatics. Much of the paper is expected to be included in the December revision of the FAA’sAirplane Flying Handbook, long a primary source of information for those learning to fly. Among other findings, the paper shows that lack of pilot practice is a primary cause of such accidents, and that the existing culture in general aviation (GA) often does not provide guidance or emphasis for instructors on continued pilot education and training. “Pilots who lose control usually haven’t maintained enough proficiency to handle something
BOB CULLEN BOB@CHINOAIRCRAFT.COM
(909) 606-8605 (951) 264-6266 CELL (909) 606-8639 FAX See our inventory @ www.chinoaircraft.com
INVESTMENT OPPORTUNITY high interest paid 90 day deals secured with clear aircraft titles
Controlled Flight Into Terrain. The Preventing Loss of Control Accidents Open Forum debuted in the FAA’s fiscal first quarter, with presentations to CFIs by SAFE Executive Director Doug Stewart in Albany, N. Y. and Windsor Locks, Conn. Former FAASTeam national manager Kevin Clover called the latest presentation “great work” and praised SAFE for proContinued on Page 44
1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.
1978 SENECA II 1700 SMOH, full de-ice, Garmin 420, 4400 TT. $79,500.
1961 F33 DEBONAIR, 260 HP, 104 gal., D’Shannon mods. Slope W/S, new paint, $52,500.
PIPER ARROW, 1720 SMOH, NDH, IFR, all records, new strip/paint, 3 blade prop, $42,500.
1978 SENECA II, Narco, Cent. III AP, 12 SMOH L/R, new glass new P&I & annual. $139,500 OBO.
1973 ARROW, 200HP, IFR, loaded, A/C, $54,500.
1961 Nice AZTEC, here and ready to go.Good trainer/time builder. $39,500.
1969 C150, square tail, 358 SMOH, $16,950. 1981 152, 1150 SMOH, new paitn & interior. New annual. $29,500. 1977 C172, 1450 SMOH, late paint, IFR. $37,500. 1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.
1961 COMANCHE 250/260, fueld injected, 1310 SMOH, 4400 TT, no AD on propeller, tail SB complied with, NDH. $49,500 must sell! 1962 FORTUNE 500 G-18 hi-cabin tail dragger, 350/350 SMOH, new int., Custom paint. King IFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.
1973 TURBO AZTEC, 1150 SMOH, fresh annual, MX20, Garmin 430 SL3, STEC 55, AP, $84,500 1967 680V TURBINE COMMANCDER $149,500. Will finance. 1977 LEAR 24, 2500 hrs to TBO, all records RVSM, LR fuel, Part 135 air ambulance.
1977 C172, 180HP , IFR, 700 SMOH, $57,500.
1976 BEECH DUKE, low time, new P&I, Garmin 530/430, STEC AP, loaded. $189,500.
1978 C172N, 5320 TT, 3 SMOH, IFR, P-mod engine, will finance, trades OK. $49,500
1968 CESSNA 310N, 100 hrs. Colemill conversion. Best offer/trade.
FOUGA MAGISTER, nice, custom Blue Angels paint job, mid time engine. Show ready $39,500 OBO. Will trade.
1979 C172N, 8270 TT, 0 SMOH, $56,000. New Paint. New annual, low down, will finance.
1973 C340, 950 SMOH recent P&I, Air/boots. 800 SMOH, RAM II engines, Low down, $149,500.
Look us up at www.chinoaircraft.com E-mail Bob@chinoaircraft.com
1981 C172P, 1000 SMOH, new paint, IFR. $52,500
1969 C401, STEC55 AP, new leather, call for details. Low engines. $129,500.
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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.
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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
Master aerobatic instructor Rich Stowell in a loss of control situation (looking UP at the ground). (Courtesy of SAFE)
1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.
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out of the ordinary,” said Stowell. “It takes ongoing practice and refinement to maintain the skills needed to be a safe, competent pilot.” Internationally known as The Spin Doctor, Stowell co-authored the paper with Randy Brooks, Jeff Edwards, Janeen Kochan and Paul Ransbury. All are SAFE members and Stowell, Brooks and Ransbury are Master Aerobatic Instructors. The paper has been almost two years in development. In 2013, SAFE also created a new Flight Instructor ‘Open Forum’ presentation to help flight instructors teach loss of control avoidance. The new Forum features PowerPoint slides with ‘trigger questions,’ presenter notes and a separate presenter’s guide and has been approved by the FAA. It is the 12th Open Forum presentation produced by SAFE at the request of the FAASTeam. Previous SAFE Open Forums include Instructor Professionalism, Transitioning to Experimental/Amateur-Built Aircraft and
1975 WARRIOR,680 SMOH, IFR, $37,500. 1967 TWIN COMANCHE, 300 SMOH, 69,500.
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January 2014
41
www.inflightusa.com
It’s the easy way to do Florida’s SUN ‘n FUN. Staying in Kissimmee means access to one of the world’s best fly-ins. It’s a short drive and an even shorter flight to Lakeland. Staying in Kissimmee also means access to world-famous theme parks. It’s where you can stretch your imagination and stretch your dollar.
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In Flight USA Celebrating 30 Years
42
January 2014
2014 U.S. Sport Aviation Expo
2014 SEBRING EXPO SHOW CENTER The place to go to find out what’s happening at this year’s 10th annual U.S. Sport Aviation Expo. From the opening ceremonies set for 10 a.m. on Thursday, Jan. 16, through the closing ceremonies on Sunday afternoon, Show Center will host most Expo event activities, thanks to the support of Aviators Hot Line. At Show Center you can listen to interesting speakers, sit in on exhibitor press conferences, or just relax to the music of the Flying Musician’s Association while enjoying your lunch or taking a break.
Daily Press Briefings Expo organizers will hold a press briefing daily at 9:30 a.m. in Show Center, outlining that day’s news and activities. Immediately following, there will be three
successive exhibitor press conferences, concluding in time for visitors to enjoy the daily manufacturer showcase at 10:30 a.m., weather permitting. From 11:30 a.m. to 1:30 p.m. daily, members of the Flying Musician’s will entertain visitors while they enjoy lunch from one of the event’s on-site vendors. At 1:30 p.m. each day, a keynote speaker will address the audience. At 1:30 p.m. on Thursday, Charlie Becker, Director of EAA Communities and Homebuilding Community Manager, will talk about the role of EAA in sport aviation today, focusing on how homebuilt aircraft have helped save general aviation. On Thursday evening, Show Center will host the invitation-only Light Aircraft Manufacturing Association’s
EVEKTOR AIRCRAFT, The SportStar Max ready for Expo viewers. (Photo courtesy of midwestsportplanes.com) Evektor, a long-established manufacturer of airplanes in the Czech Republic, has just delivered the first SportStars to theirs distributors. These airplanes, certified according to EASA CS-LSA, enable pilot training without restrictions. Emmanuel Davidson was the first to test this airplane, firmly oriented towards the market of training aircraft, in flight. The SportStar MAX was the very first aircraft in the world approved by the United States FAA in the S-LSA category.
FROM
Arion Aircraft will be at U.S. Sport Aviation Expo on Jan. 16-19 with their Lightning Aircraft. Arion Aircraft, builds their Lightning Aircraft in Wisconsin and Tennessee under strict quality control guidelines. Both kits and light sport aircraft passed rigorous testing programs with generous margins of safety. The new 2014 demo Lightning is in production. N337AL their trusted 2012 demo plane is ready for a new home. 180TT and loaded for $110,000 with no damage history. N337AL was featured on the cover of KitPlanes and was the first to fly with the MK2 tail. The Lightning Kit Plane and the Lightning LS-1 Light Sport Aircraft set
Craig Fuller Will Discuss the Future of LSA At 1:30 p.m. on Friday, Craig Fuller, Chairman of the Board for Redbird Flight Simulations and former President of the Aircraft Owner’s and Pilot’s Association, will discuss the future of light-sport aircraft.
Meet Retired Tuskegee Airman Lt. Col. Leo R. Gray At 1:30 p.m. on Saturday, the Expo is proud to host retired Tuskegee Airman Lt. Col. Leo R. Gray. Flying a P-51 with the famed Red Tail Squadron of the
DREAMS COME TRUE AVIATION:
Comfortable enough for business travel and maintaining the handling ease of a great trainer made the SportStar MAX the holder of the prestigious “S-LSA Aircraft of the Year” honor from AeroNews Network (ANN). The aircrafts’ astounding handling qualities, stability, and operation reliability, matched with metal airframe benefits and low operational costs make the SportStar MAX popular in flight schools in more than 40 countries. Dreams Come True (DCT) Aviation, based in Ohio, is a company that consults with prospective owners, pilots and flight schools making the dream of ownership a
THE LIGHTNING LSA
annual Power Hour.
BY
reality through sales, lease backs, clubs, and partnerships. DCT has chosen to use and represent Evektor aircraft, including the Evektor SportStar Max and the Harmony LSA. The SportsStar was the first Light Sport Plane in the U.S. to be certified in the special light sport aircraft category and continues to impress while the Harmony is the latest evolution in the line of Evektor light sport aircraft. The SportsStar will be on display during Sebring U.S. Sport Aviation Expo in Florida from Jan. 16-19. See all that Evektor has to offer,
ARION AIRCRAFT
new marks in the industry for strength, handling, and value. The Lightning was designed to be tough and strong while maintaining stable and responsive flight characteristics. The Lightning Amateur Built airplane cruises at 150 - 160 mph on 120 hp, burning 5.5 gallons per hour. Solo climb rates settle in at 1,200 fpm. Roll rates exceed 90 degrees/second. Top speed is 180 mph. The LS-1 LSA compliant aircraft cruises at 120 knots with outstanding climb rates on 5 gph. Take off is simple with a conventional rudder and toe brakes. After about 400 feet loaded up, the Lightning is climbing easily in excess of 1,000 fpm. In the air, the Lightning is light and responsive, but
IS
HEADED
solid on the controls. The crisp handling comes from an all push rod control system thru sticks for each pilot, not control wheels. So, although solid and stable, this bird will move when you want and where you want with the easiest of control movements. When you are ready to land, you will experience slow stable approach speeds well under other aircraft in its class. Through a novel mix of molded fiberglass components and welded 4130 steel structures, Arion’s team was able to engineer a construction method where only simple epoxy lay-ups are needed to complete the kit. Just open the box, trim and fit the parts, complete some easy fabrication with the provided CAD drawings
332nd Fighter Group, Lt. Col. Gray flew 15 combat missions over Europe during World War II, logging 750 hours. He left active duty in 1946, but remained in the United States Air Force until 1984. The Tuskegee Airmen were the first AfricanAmerican military aviators in the United States armed forces. Gray will share stories of his experiences before, during, and after the war. Jana Filip, Director of the Expo, said, “We’re grateful that Aviators Hot Line has agreed to sponsor our Show Center, providing a great venue for visitors to relax and enjoy a variety of our event activities. It makes a great central gathering place.” For information about Expo visit http://www.sport-aviation-expo.com/
SEE IT AT
EXPO!
The SportStar Max is ready for Expo viewers. (Courtesy of midwestsportplanes.com) especially it’s SportStar at Expo. For more information visit DCT’s website at http://midwestsportplanes.com/
TO
SEBRING
The Lightning LSA by Arion Aircraft is headed to Sebring. (Courtesy of Arion) and assemble the aircraft. Most builders can expect about a 700-hour build time. Top quality aircraft grade AN hardware and components are used throughout. For more information about the Arion aircraft kit, including pricing, visit them online at www.flylightning.net/index.html
January 2014
43
www.inflightusa.com
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.
AUTOFLIGHT ASSOCIATED LOSS The following reports are all airline related, but very applicable to GA high technology airplanes. Of the 16 hours of training required in a Flight Instructor Refresher Clinic, nearly six hours is spent on this one subject. SRS continues to receive reports in which Flight Crews appear to focus on the autoflight system to the extent that situational awareness is reduced, sometimes during critical phases of flight. In the following reports, awareness of the aircraft’s actual flight path seems to have been compromised by: • Attention to programming the autoflight system • Assumption that the autoflight system is accomplishing the desired task despite input or mode errors • Failure to reference other visual cues or raw data In many of these reports, workload, confusion, unexpected situations, distractions and fatigue are seen as factors that may exacerbate autoflight related issues. Autoflight human factor issues are a particular concern when both pilots lose situational awareness. This may occur with greater frequency as flight crews are trained primarily or exclusively in the more passive task of autoflight system management. ASRS reports suggest that the ability to maintain real world awareness can be eroded by over-reliance on the highly dependable programmed control of the aircraft. With that in mind, perhaps the following incidents should be viewed as the result of human nature rather than human error.
A
Telling It Like It Is – One Captain’s Opinion A confusing departure chart and what the Captain characterized as overreliance on automation resulted in a track deviation and traffic conflict for this air
carrier Flight Crew. The Captain elaborates on his assessment of automation dependency and cluttered charts. • Two major points here: 1) I’m tired of flying around with people who are predisposed to let LNAV and automation lead them around by the nose and, 2) charts have gotten ridiculous... It was the First Officer’s leg. We were late, but I really try to provide a laid back, don’t rush CRM posture. We did all the things we were supposed to do, but I guess we didn’t spend 15 minutes reading every word on the NEWARK ONE 22L/R departure page. This chart is a triple folded, 10-inch wide encyclopedia. The important piece of information is what to do on takeoff, yet it’s practically hidden in a box towards the bottom of the page... When you consider the congested airspace in that area, it’s critical that you don’t turn the wrong way after takeoff, but that’s exactly what we did. Why we did that, I don’t know. We’re human I guess. At 400 feet the First Officer said, “LNAV.” I furrowed my brow and thought, “Okay, maybe I missed something.” But I went ahead and punched LNAV and looked down at the LEGS page on my side and saw LANNA at the top. I said something like, “That doesn’t sound right.” Meanwhile our VSI was pegged because we were climbing like a fighter since we only had twenty-some people onboard. While we were in the right turn, obviously towards the wrong place…I’m feeling like this is not going well while the First Officer is climbing and turning right toward an aircraft crossing our nose from left to right. He’s still a bit away, but…this looks like it’s going to be unusually close. I say…“Watch that guy,” pointing at the traffic, when I hear Departure say, “Did Tower give you a heading?” All my senses now tell me my first gut feeling was correct and I answer, “Ah, we’re checking,” while Departure
OF
SITUATIONAL AWARENESS
rapidly rattles off, “Stop at 4,000 feet; turn left to 270; traffic 12 o’clock.” I told him we had the traffic in sight and he says, “You guys need to be careful.” So, back to point number one. When I first was blessed to be a part of this fine group of pilots, the Captains I flew with all told me, “Never trust that box.” And we didn’t. We used our brains to fly the airplane. Now however, we bow to that thing! This is the second time this has happened to me and yes, of course it’s “my fault,” but both times it’s because [pilots] just let LNAV lead them around. These are not RNAV departures, they are ‘heading’ departures, but we’ve brainwashed everyone to think, “Just hit LNAV and it will be all right.” It’s not. Please don’t tell me, a “proper briefing” would’ve solved all this because we’ve reached briefing overload. [Pilots] are more worried about doing all the briefings than paying attention to actually flying the airplane. The First Officer didn’t see the traffic because he was face down in the instrument panel following the FD LNAV guidance. When all this happened, his first reaction was to put on the autopilot and start reading the departure chart to see where we screwed up. I had to ask him to let it go until we got higher.
Managing the Automation – More or Less? An A320 First Officer’s focus on managing the automation led to an approach deviation that prompted a warning from the Captain and triggered ATC low altitude alerts. Proper programming and proper use of the automation might have eliminated the problems in this incident, but errors can be made and systems can malfunction. Situational awareness will save the day (or the dark and stormy night). • In the transition to the visual
(backed up by the ILS), I thought I needed to cross [the Outer Marker] at 1,600 feet, placing the aircraft high on profile. I selected 1,800 feet/minute [descent] Vertical Speed to intercept the glide slope from above. As the Captain crosschecked he realized the aircraft was low on profile. At that time (approximately 1,600 feet), I disconnected the autopilot, arrested the descent, and maintained level flight until re-intercepting the glide slope (at approximately 1,400 feet). Approach Control and Tower informed us they had received a low altitude alert. Spend more time flying the aircraft and less time managing the automation. Had I tracked the LDA course and flown a visual approach it would have eliminated a high workload in a time-compressed situation.
“We Were Supposed To Be Descending” It is interesting to note that situational awareness, in this case knowing that the aircraft was climbing when it should have been descending, was not mentioned by the reporter as an element in preventing future deviations. The B737700 Captain focused instead on automation as the sole remedy. • We were given clearance to descend to FL240... As we began the descent, the VNAV would not engage. I tried entering a lower altitude so the VNAV would engage... I thought we were all set and that the descent was occurring. I later noticed we had climbed from about 27,600 feet to 30,000 feet. We were supposed to be descending to FL240. After I noticed the aircraft level off, I used Vertical Speed to continue the descent... We should have monitored our FMC entries better. This would prevent what had occurred.
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In Flight USA Celebrating 30 Years
44
January 2014
RENO AIR RACES ARE ON! After some doubt, it appears the Reno National Championship Air Races will have a 51st year! The announcement was made by Reno Air Racing Association President and CEO Mike Houghton on Dec. 12. The association had set a goal of raising $500,000 by the middle of November in order to cover operational expenses, primarily insurance, for the 2014 races. By Dec. 12, Houghton said,
“we’re only a hair away” from reaching the $500,000 goal. That was enough for him to confirm that the races will go on in 2014, with the event set for Sept. 10-14. “I’m very pleased to say... that it’s probably going to be a very early Christmas present for our organization, for this community and for our state quotas,” Houghton said. “The air races are moving full speed ahead,” Houghton
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said. “And I can tell you with a smile on my face that it’s an absolutely delightful day for all of us.” A fatal crash in 2011 near the main grandstand put the event in jeopardy, primarily due to the cost of insurance. In 2012, the insurance skyrocketed to more than $2 million. Last year, it cost the association $1.2 million. The Air Racing Association was tentative in going forward with the 2014 event until financial support and commitments were to come through. With those commitments firmly in place, along with financial support from fans, Houghton said, “we are now moving forward.” Fan supporters brought in nearly $12,000. Major supporters include the John Ascuaga’s Nugget, Grand Sierra Resort and Casino, Atlantis Casino Resort Spa, Harrah’s Reno, Circus Circus Reno, Peppermill Resort Spa Casino, RenoSparks Convention and Visitor’s Authority, Silver Legacy Resort Casino and Eldorado Hotel Casino among others. Breitling is the presenting sponsor and the State of Nevada is an event sponsor. But big donations have also come from all over the world, including New Zealand, Japan and Europe, said Mike
Draper, CEO of Draper Strategies and Communications. Draper emphasized that the Association and the City of Reno have banned together to make the event successful. Tickets are available on the Reno Air Race website (www.airrace.org) up to the day of the event. The last day to order general admission and reserved seat tickets through the Reno Air Racing Association office is Friday, Aug. 8, 2014. You can place ticket orders through the website and print them through Race Week (Sept. 10-14). Tickets will be scanned upon entrance at the gate or they can be purchased at the gate. All orders for High G Ridge, RV Parking and Box Seats will still be taken up until race week through the office at 775/972-6663. Reserved Parking can be purchased at the Will Call booth the day you plan on attending. All tickets, no matter what time of year they are ordered, are mailed beginning in mid-summer through the first week in September. For complete information and to purchase tickets, visit the event website at www.airrace.org or call the office at 775/972-6663 for details.
Inflight Control Loss
PLUS a Question and Answer Panel Friday, March 7 at 5:30 A special panel of Aviation Specialists will answer questions at the Hiller Aviation Museum in San Carlos. Featuring: • Olga Custodio, first Latina Military Pilot and Captain of American Airlines • Gretchen Kelly, Manager for San Carlos and Half Moon Bay Airports • Graciela Tiscareno-Sato, Author and Trainer of the C-135 • Ariel Sauvey, Traffic Controler • Plus a Surprise Guest The number of free flights are limited. Please reserve your seat in advance!
Please register at:
www.womenofaviationweek.org/rsvp/sancarlos/ Or contact Ana Ruiz at acuriberuiz@hotmail.com
Continued from Page 40 ducing programs that improve the quality of flight instruction. “We hope that all pilots, especially flight instructors and safety professionals, will use both the print analysis and the Open Forum to share best practices to reduce fatal loss of control accidents,” said Stewart. He added that the open forum, in particular, has been designed to encourage lively discussion among instructors, FAA examiners, FAASTeam representatives and others. The full presentation will soon be available in the Society’s Resource Center as well, although limited to Society members only.
SAFE has been advocating GA safety improvements since it’s founding in 2009. Last month, the Society asked the FAA to add two questions to the existing GA and Air Taxi Activity Survey on pilot recurrent training to help identify the most effective recurrent training methods and refine analysis of inflight loss of control accidents. The Society of Aviation and Flight Educators is a fast-growing group of flight and ground instructors, school teachers and aerospace education professionals. SAFE’s motto is Raising the Bar on Aviation Education and has an expanding number of free teaching aids in its Resource Centers at www.safe.org.
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January 2014
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Marilyn Dash’s
THE FUTURE
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The Pylon Place
OF THE
RENO AIR RACES…
ince the Galloping Ghost crash of 2011, the Air Races have been plagued with financial concerns and rumors about closing the doors. In the last few months, Michael Houghton, RARA President, has been talking about this year’s event being in jeopardy if $500,000 was not raised by Dec. 15. Just in the nick of time, we were told the event is back on. This leaves many people wondering about the longterm viability – and if this will continue to be a year-to-year endeavor.
S
Issues The insurance has been an issue since the crash in 2011 – the premiums skyrocketed. In 2011, they were paying around $300,000; after the crash the cost was $2 million for 2012; in 2013 it was reduced to $1.2 million. A safe and successful race, year after year, will start to chip away at the high cost, but will take time. The purse is another problem. It’s no secret that the crowds were highly disappointed in the lack of Unlimited Class participation last year – with only 14 racers in attendance and a mere five Unlimited races over five days. One of the ways to build this class back up to its earlier glory is to have a decent purse to lure them to participate. But, the reality is, no one makes money in air racing. I can guarantee that not one race team walked away with more than they spent. The cost of fielding even an F1 or Biplane contender is 10 to 100 times your purse. When you receive your winnings in a check, the running joke is, “Just put it on my Starbucks’ Card.” Yes, that small. Sponsorships would help – but this would assume people, outside of the fans who attend each year, have heard of the Reno Air Races. Fifty years of air racing in the high desert of Nevada, yet every time we tell people we are air racers they ask about Red Bull. Where did we go wrong!? Why don’t more people know about this event? It’s the best kept secret in motorsports – and it’s a pity. Other difficulties include the uncertainty of the Unlimited Division – now called Unlimited and Warbird Racing Class. Some of the Unlimited pilots/owners were unhappy with the change. There were concerns about who was in charge; who was pulling the strings and what it all meant. The new UWRC didn’t have rules or certification from the FAA until
(Bruce Croft) the racers showed up at Reno in September. Racers lose faith when they are asked to walk into a situation without rules or clear information. There was too much left unsaid. The course changes are still in contention. Since the Ghost accident, the course has “tightened up” – increasing the G-loads going around the course. And the ceiling was lowered. One Unlimited racer likened it to “racing in a donut” with a deadline on one side, pylons on the other, an arbitrary ceiling above and hard ground below. None of the issues from last year have been addressed, yet racers are being asked to “have faith.” Should we be spending our time preparing our air racers? Should we be putting in for vacation during that sacred second week in September? Is this the last year, or was 2013? Is the constant “fundraising” message form RARA a “boy who cried wolf” scenario, or are things really as bad as they say. For those of us who have been around for many years, we’ve heard the cries of financial difficulties even before the Ghost crash. Each year our first pilot brief of the week started with, “We lost X number of dollars last year.” Every year ...EVERY YEAR!? RARA is a non-profit organization – which means any income needs to be put
back into the organization – it doesn’t mean you can’t make money. Many of us wonder how we’ve lasted as long as we have with the constant financial losses. Let’s just say, some racers and fans are looking for possible alternate plans in September. Our hopes are high, but we’re not ready to put tens of thousands of dollars into single use aircraft. Will Strega, Voodoo and the rest go the way of Stiletto and become stockers again? Only time will tell. In the next few months, we will be taking a look at what can be done, other racing venues coming up in the future and other aviation topics of interest. As always, thanks to my photographers, Rob “Phred” Miller, Bruce “20W” Croft, Tim “Nice Hat” Adams, and Anthony “Hopper” Taylor. This month, we’re all Bruce Croft. Let’s get 2014 off to a great start and go flying!
Old School Aviation Advanced Warbird Flight Training WWII Stearman and Texan AT-6
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Sonoma Jet Center 6000 Flightline Dr., Santa Rosa, CA 95403
In Flight USA Celebrating 30 Years
46
January 2014
TREAT YOURSELF TO A DAY AVIATION HISTORY
OF
Saturday, February 1 with The American Aviation Historical Society
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Aviation history lovers are in for a total immersion treat; a full day of historic aircraft reviews, gourmet food and good company at the American Aviation Historical Society's Annual Gathering, Saturday, Feb. 1 at Chino Airport in Chino Calif. Attendees (no membership required!) will enjoy access to not one, but two world-class aviation museums, and a gourmet luncheon served at the beautiful Cal Aero Aviation Country Club hangar. Astronaut Mike Melvill will share his experiences on the first U.S. civilian spaceflight in SpaceShip One. In addition, the $78 donation (nonmembers, $95) also includes continental breakfast at check in, and a wine/munchies gathering back at Cal Aero Aviation Country Club, surrounded by beautifully restored 1930s and 40s aircraft. If you’re interested in the luncheon only, sign up for just $38 ($45 non-members) at aahs-online.org. Your luncheon ticket will also include a raffle for rare aviation items. Seating is limited, so sign up now for this full day of aviation history, food and friends at aahs-online.org. Not an AAHS member? Join AAHS and receive a $17 discount on the ticket price. Click on the ‘Annual Gathering’ link on the home page. If you’re an AAHS member,
be sure to sign in first to get your member discount price. The American Aviation Historical Society has been preserving and publishing American aviation history material since the 1950s, most notable is their award-winning Journal, published four times annually since 1956. AAHS also preserves aviation photo images, making them available at the AAHS website (aahsonline.org). AAHS members, in addition to receiving the distinguished Journal, also assist in researching a wide range of American aviation history inquiries from book authors, news programs, television and production companies, and individuals from around the world. If you have questions, contact the AAHS office at 714/549-4818 or contact Jerri Bergen at 909/297-6688 or prez@aahs-online.org.
APPLICATIONS FOR 2014 AMT EMPLOYER AWARD PROGRAM NOW AVAILABLE The National Air Transportation Association (NATA) has announced that applications for the 2014 Aviation Maintenance Technician Employer Award Program are now available. This award program is designed to recognize companies that employ aviation maintenance technicians (AMT) and encourages and supports AMT training. The award is based on the percentage of AMTs employed by a maintenance organization that participate in qualified training events. “We are very excited about the 2014 AMT Employer Award and believe it recognizes companies who put people first. Effective training is vital to operat-
ing a successful maintenance operation and we are proud to be able to honor businesses that support their technicians with quality training opportunities,” said NATA President & CEO Thomas L. Hendricks. Applications for the 2014 Aviation Maintenance Technician Employer Award Program are now available and will be accepted through January 24, 2014. For more information on the program, or to download an application packet visit NATA’s Website at w w w. n a t a . a e r o / Aw a r d s / A M TAward.aspx or contact NATA at safety1st@nata.aero.
January 2014
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NBAA WELCOMES ENACTMENT OF SMALL AIRCRAFT REVITALIZATION ACT INTO LAW The National Business Aviation Association (NBAA) welcomes President Barack Obama’s signature into law of the Small Aircraft Revitalization Act of 2013, formally enacting valuable legislation to dramatically enhance the certification process for new light general aviation (GA) aircraft, avionics and other equipment. The president signed the bill into law on Nov. 27, 2013. “It has been evident for many years that the FAR Part 23 certification process needed to be adjusted to better suit the level of technology available in general aviation aircraft today,” said NBAA President and CEO Ed Bolen. “This bipartisan legislation removes the arbitrary hurdles in place under the old certification standards, establishing in its place a deliberative and collaborative method to ensure that the latest operational and safety advances are available to the companies relying on business aviation.” Part 23 outlines Federal Aviation Administration (FAA) certification standards for most light civil aircraft weighing less than 12,500 pounds. The legislation calls on the FAA to adopt, no later than Dec. 31, 2015, consensus-based, design-specific standards placing greater emphasis on aircraft- and systems-specific criteria, over broader industry parame-
ters such as the aircraft weight-andpropulsion method. Originally introduced as H.R. 1848 by Kansas Rep. Mike Pompeo (R-4-KS), along with co-sponsors Sam Graves (R6-MO), Dan Lipinski (D-3-IL), Rick Nolan (D-8-MN) and Todd Rokita (R-4IN), the act closely follows recommendations made last year by a joint industrygovernment Aviation Rulemaking Committee (ARC) tasked with revising Part 23 certification standards to enable faster adoption of advances in technology and manufacturing processes. Following reconciliation in November in the U.S. Senate with comparable legislation (S.1042) introduced by Sens. Amy Klobuchar (D-MN) and Lisa Murkowski (R-AK), the final bill signed by Obama was passed by the U.S. House of Representatives on Nov. 14, 2013. The initial version of the legislation passed the House earlier in 2013 by a unanimous vote of 411 to 0. Bolen praised the bipartisan efforts of congressional lawmakers in seeing the Small Aircraft Revitalization Act enacted. “These lawmakers listened to the concerns of their constituents and stakeholders in spearheading this essential legislation to support and nurture the continuing growth of this vital American industry,” said Bolen.
47
JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT LARRY: HELP! I need a Kick-A-- ad for this airplane. It’s a TREASURE and it needs to be sold ASAP or I’ll lose the bet! Editor:
Too Late. You missed the deadline!
LARRY: STOP THE PRESS! Editor:
After reading your column... this is a test! (See Larry’s column on page 26.) ...Okay Larry, here it is!!
Huskyy Forr Sale
EMBRY-RIDDLE TO PRESENT A’IR CONFERENCE EXPLORING CHALLENGES FACING AVIATION INDUSTRY
The Aviation, Aeronautics, and Aerospace International Research (A?IR) Conference presented by EmbryRiddle Aeronautical University will bring together industry and academic leaders for presentations and discussions covering topics on the cutting edge of aviation thought and technology. The 2014 conference, which takes place on Jan. 17-18, 2014 in Phoenix, Ariz., will address the following: • Global Security, Cyber Intelligence & Aviation Safety • Unmanned Aerial Systems & UAVs – Privacy and Security • Commercial Space Flight Systems and Safety • Human Factors, CRM, and Aviation Psychology
• Systemic Safety including Fire, Law Enforcement and Emergency Response The keynote speaker is Robert Sumwalt, current member of the National Transportation Safety Board (NTSB). A pilot with more than 30 years of experience including 24 years as an airline pilot, Sumwalt was appointed to a two-year term with the NTSB as Vice Chairman in 2006 by President George W. Bush. He was then reappointed to the Board as a member for an additional fiveyear term by President Barack Obama in 2011. He has been involved with and led numerous airline safety programs and is co-founder of the Air Line Pilots Association (ALPA) Critical Incident Continued on Page 50
Here's the poop: It’s a 2000 Husky loaded with everything, plus an MT Prop and IFR Panel. Every option is on this airplane and the total time is 136 hours. Cost is $100K less than a new one and all the specs can be found on our Website, LarryShapiro.com Please pull out all the stops, I need to sell this ASAP and it’s a real Jewel. Let's talk!
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In Flight USA Celebrating 30 Years
48
TEXTRON
TO
January 2014
ACQUIRE BEECHCRAFT
Adds to Their Aviation Holdings of Cessna and Bell Textron Inc announced Dec. 26 that it has reached an agreement to purchase all outstanding equity interests in Beech Holdings, LLC, the parent of Beechcraft Corporation, for approximately $1.4 billion in cash. Beechcraft Corporation, with estimated 2013 revenues of $1.8 billion, is a leading manufacturer of business, special mission, light attack and trainer aircraft. With more than 36,000 aircraft in service, Beechcraft supports its installed base of Hawker business jets, King Air turboprops and Beechcraft airplanes with an extensive global network of companyowned and authorized service centers.
“ The acquisition of Beechcraft is a tremendous opportunity to extend our general aviation business,” said Textron Chairman and CEO Scott C. Donnelly. “ From our customers’ perspective, this creates a broader selection of aircraft and a larger service footprint– all sharing the same high standards of quality and innovation. The iconic King Air product line perfectly complements our Caravan and Citation jet line-up and our combined global service network will deliver the superior level of services expected by our Cessna, Beechcraft and Hawker customers.” Bill Boisture, CEO of Beechcraft,
said, “ This transaction represents an important step forward in the evolution of Beechcraft’s business. The team at Beechcraft has worked tirelessly to strengthen our core business and to maintain our position as a leader in a highly competitive environment. Textron’s experience in the industry and its willingness to invest in and maintain the iconic Beechcraft brand make it an ideal parent company, one that will help us continue to satisfy our customers and meet our business objectives at a faster pace.” Textron plans to finance the purchase of the equity as well as cash required for the repayment of
Beechcraft’s working capital debt through a combination of available cash and up to $1.1 billion in new debt. Holders representing equity interests in Beech Holdings sufficient to approve the transaction have delivered proxies authorizing written consents in favor of the transaction. The transaction is expected to close during the first half of 2014, subject to customary closing conditions, including regulatory approvals. J.P. Morgan served as exclusive financial adviser to Textron and is providing committed financing in connection with the acquisition.
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January 2014
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49
Green News
SHELL REMOVES LEAD Shell has become the first major oil company to develop a lead-free replacement for Aviation Gasoline (Avgas 100 and 100LL), which will now begin a strict regulatory approvals process. Avgas is one of the last common transportation fuels to contain lead and is used by light aircraft and helicopters. Shell’s new leadfree formulation comes after 10 years of exhaustive research and development, as well as successful initial testing, carried out in the last two months by two original equipment manufacturers (OEMs). Xinsheng (Sheng) Zhang, VicePresident of Shell Aviation, said: “We are proud of this first for Shell Aviation. This advanced product is the latest milestone in our long history of innovation. We believe that with industry support, a stringent approvals process can be completed for this new lead-free product within a short timeframe. We look forward to working alongside our technical partners and authorities to progress the necessary approvals needed to make this product a reality for use in light aircraft engines of all types.” Avgas currently includes lead in its formulation to meet fuel specifications and boost combustion performance
FROM LIGHT
(known as Motor Octane rating). Shell has developed an unleaded Avgas that meets all key Avgas properties and that has a Motor Octane rating of more than 100, an industry standard. The development of a technically and commerciallyviable unleaded Avgas that meets these criteria has been seen by the aviation industry as a significant challenge, due to the tight specifications and strict flight safety standards that it has to adhere to. To get to this stage, Shell Aviation technologists carried out an intensive internal laboratory program, including in-house altitude rig and engine testing. Working alliances were then formed with aviation engine manufacturer Lycoming Engines (Lycoming) and the light aircraft manufacturer Piper Aircraft Inc. (Piper). As a result, the formulation was successfully evaluated in industry laboratory engine (bench) tests by Lycoming and in a flight test by Piper. “Lycoming Engines commends Shell on launching its unleaded Avgas initiative,” states Michael Kraft, Senior Vice-President and General Manager of Lycoming Engines. “They engaged Lycoming to test their fuel on our highest
octane demand engine and we can confirm that it’s remarkably close to Avgas100LL from a performance perspective. This initiative is a major step in the right direction for general aviation.” “Piper Aircraft is pleased to participate with Shell and Lycoming in this feasibility flight test program,” said Piper Vice-President of Engineering Jack Mill. “Recently, we successfully flew an experimental non-production Piper Saratoga with Shell’s new formulation for about an hour. We appreciate the opportunity to work with Shell and Lycoming in this preliminary investigation of the technologies, which could in several years lead to flying unleaded fuel in our production airplanes.” Aviation Gasoline (Avgas) is used to power light aircraft. It currently contains lead, but Shell Aviation has announced a lead free option that will be submitted for approvals. Shell will now engage the aviation industry, regulators and authorities, including the U.S. Federal Aviation Administration, American Society for Testing and Materials (ASTM) and European Aviation Safety Agency
N51ME – 9100 TT, 115/1210 SMOH, dual navcoms, glideslope, HSI, radar, Altimatic X autopilot, Tanis heaters, FRESH ANNUAL with sale, buyer financing available.
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1979 PIPER NAVAJO PANTHER SOL
Shell technologists have been working on removing the lead from Avgas for 10 years at their dedicated Aviation laboratories. (EASA) to achieve approvals for the unleaded Avgas. Shell expects to also work with other OEMs to continue the testing and refinement program as the approvals process progresses.
N56ND – PA31-325 with full Panther conversion, 4-bladed Q-tip props, winglets, VGs, 6700 TT, 680/860 SMOH, known ice, A/C, oxygen, GNS530, KFC200 AP w/FD & HSI, radar, professionally flown, operated & maintained. $305,000
1979 CESSNA 310R
2006 CIRRUS SR22-GTS
N708ES – 1730 TTSN, 170 SMOH, dual Garmin 430s, 55X AP, stormscope, Skywatch, XM WX, TKS, terrain, charts-capable, 12/12 annual, service center-maintained since new. Leaseback to Wisconsin Aviation wanted.
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1979 PIPER NAVAJO PANTHER
1981 PIPER ARCHER II
1978 PIPER AZTEC F
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Serving the General Aviation Community Since 1981 1956 PILATUS P3-03
N2638Y – 9415 TT, 1100 SMOH, 1100 SPOH, rare 203-gal fuel, Garmin 430W, HSI, color radar, factory-certified for known ice, hangared in Midwest.
Reduced to $104,500!
1975 CESSNA CITATION 500
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N303G – 2900 TT, 700 SMOH, 150 SPOH, fresh annual with sale, full gyro panels front & back, Garmin GTX320A transponder, PS Engineering PM501 intercom, dual coms, refurbished seats (2006).
$68,500
N501GB – 12,900 TT, 1090 SMOH, Phases 1-5 completed 03/12, Turnkey! RVSM-compliant, 135 Current, Thrust Reversers, Updated Garmin Panel, Beautiful P&I. NDH, new lead acid battery. Nicest 500 on the market!
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In Flight USA Celebrating 30 Years
50
QUICKSILVER COMPLETES FLIGHT TESTING
January 2014
FOR
NEW SLSA
Sport 2S Among First to Log 100 Hours of Flight Evaluations Quicksilver Aeronautics announced it has completed the entire flight test regimen required to comply with ASTM industry consensus standards that the company expects will lead to FAA acceptance. With an FAA audit occurring before Christmas, Quicksilver would love to unwrap a very special present by getting approval from the agency. Quicksilver has produced more than 15,000 kit-built aircraft since the early 1970s; this will be their first Special Light-Sport Aircraft. “We completed an entire ASTM Design & Performance standard test matrix that demands more than 100 hours of test flying,” said Daniel Perez, Chief Operations Officer for the California company. He also noted that those flight hours involved 236 takeoffs and landings. These results follow a long period of other detailed testing and significant document preparation and arranging the factory for repeatable, quality-controlled production of ready-to-fly aircraft. The Sport 2S, a strutted, open cockpit, sideby-side two seater is the first to complete the entire compliance package but the company is also underway for their GT 500 aircraft. The latter was the very first aircraft to win FAA Primary Category approval 20 years ago, in 1993. “We also had to demonstrate dive speed condition, which calls for flight greater than Never Exceed speed for the
engineering consulting firm, Streamline Design. Kempf worked on the extensive flight test program with Quicksilver’s Ellefson and added that Todd “was really good to work with on the flight testing.” “Our success in achieving these solid results prepare us for a visit from several FAA officials scheduled for later this month (December 2013),” said Quicksilver Aeronautics President, Will Escutia. “If we gain the approval of the agency we are prepared to swiftly put the Sport 2S into production as a fully-built aircraft.”
Facts about Quicksilver Aeronautics
(Quicksilver Aeronautics/J. Lawrence) Sport 2S model,” observed Perez. Takeoffs and landings were demonstrated in cross winds beyond 15 knots. In addition, Sport 2S stability and control were demonstrated without problems over the full Center of Gravity range.” To achieve this, more than 50 stalls and 20 spins were performed with no abnormal characteristics. “We caution our tens of thousands of users that these are functions performed in a test environment and such excess
speeds and maneuvers are expressly prohibited in normal operation of the aircraft,” indicated Todd Ellefson, a highly experienced Quicksilver pilot who flew the 100 hours of testing. “The pilot and platform handled well throughout the testing. We put the airplane through some hard maneuvers and some really hard landings. Everything went as planned. It was particularly interesting to watch this aircraft in a spin,” reported Severin Kempf of
Complete Propeller & Governor Service
Quicksilver Aeronautics, under new ownership since 2012, is the most prolific builder of light aircraft kits in the world, with more than 15,000 units flying. Quicksilver builds the MX series including the Sprint, Sprint II, Sport, Sport II, Sport 2S and the GT series including the single seat GT 400 and the two place GT 500. All aircraft models have successfully been included on FAA’s approved-kit list. The GT 500 is the first aircraft approved by FAA under the Primary Aircraft category (1993) and work is underway to gain FAA acceptance of the Sport 2S and GT 500 as Special Light-Sport Aircraft. Quicksilver has dealers throughout the USA and the world with thousands flying in nearly 100 countries. The brand has an enviably good safety record owing significantly to exceptional ease of flight, thorough engineering, and long experience dating to the early 1970s.
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Continued from Page 47 Response Program, which provides guidance to airline personnel involved in traumatic incidents. Also as part of the conference, students from multiple universities will compete for presentation slots and prizes. Complete daily conference agenda, registration and more information are available online at commons.erau.edu/aircon. The Conference will take place at The Wigwam Golf and Spa Resort, 300 East Wigwam Blvd., Litchfield Park, AZ 85340. Accommodations for conference participants are available at wigwamarizona.com or by calling 800/327-0396.
January 2014
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AIRCRAFT EXEMPTION PROGRAM
Associated Sales Tax Consultants’ Aircraft Exemption Program is designed to help taxpayers legally avoid California sales and use taxes on the purchase of aircraft. Moreover, by engaging our firm to assist you throughout the exemption process, you can save between
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chase. Our success in lowering or eliminating the tax is substantial, even if we are retained after the purchase. ASTC’s experts have prevailed in securing tax adjustments and/or refunds with of an average savings to our clients of over $62,000 or 80.1% of the tax liability as originally proposed by the state. We will work as a team with you and your staff, tailor every engagement to fit the unique needs of your situation, while maintaining compliance with the sales and use tax law. We shield you from the intense scrutinizing and burden of dealing with the tax auditor yourself.
Associated Sales Tax Consultants chairman and CEO Joseph F. Micallef has 40 years experience in the specialized field of taxation ... 10 years as a government tax auditor and 30 years as a business professional, California Courts-qualified tax expert and legislative taxpayer advocate. A private pilot since 1985, Mr. Micallef is a pioneer in the field of aviation taxation having personally trained and supervised many of the self-proclaimed pre-eminent experts in the industry.
(::6*0(;,+ :(3,: ;(? *65:<3;(5;: 05* / 9700 BUSINESS PARK DRIVE, SUITE 300, SACRAMENTO, CA 95827 T / WWW.AIRCRAFTEXEMPTION.COM / INFO@AIRCRAFTEXEMPTION.COM “Thank you for the opportunity to comment on the exceptional service you personally, and ASTC generally, have provided to the I2 Group, LLC. Through your extraordinary proactive, thorough and persistent efforts, we were able to avoid an improper tax circumstance from California tax authorities. Their non-responsive, delaying, and non-cooperative conduct was working! That is until ASTC stepped in. Your exceptional knowledge of the law, their own internal processes and pursuant facts saved us tens of thousands of dollars of excessive and improper tax. Our sincere thanks for a job well done.” – John Iffland, Partner, The I2 Group, LLC
In Flight USA Celebrating 30 Years
52
nts e d u t S recieve a nt u o c s i d ! S T A h t wi ATS Pro products have a lifetime warranty,
January 2014
URBANA TEEN RECEIVES NAHA FLIGHT SCHOLARSHIP ON 110TH ANNIVERSARY OF FIRST POWERED FLIGHT Brandon White, 17, of Urbana, Ohio received the second annual Mitchell Cary-Don Gum Memorial Aviation Scholarship on Dec. 17, exactly 110 years after the Wright brothers’ first powered flights. National Aviation Heritage Area Chair Frank Winslow presented the scholarship during the annual first flight anniversary ceremony at the Wright Brothers Memorial on Wright-Patterson Air Force Base. The scholarship pays for up to $1,500 of instruction toward a light sport or private pilot’s certificate. Currently a senior at Urbana High School, Brandon is also enrolled in the Ohio Hi-Point Career Center’s Aviation Occupations Satellite located at Grimes
Field-Urbana Municipal Airport. He has completed a private pilot ground school and is taking private pilot lessons at Mad River Air on Grimes Field. Brandon also volunteers at the Champaign Aviation Museum, where he is helping to restore a B-17 bomber. “He hopes not only to learn how to fly but also how to maintain airplanes,” Winslow said. Wright “B” Flyer Inc. President Phil Beaudoin also presented Brandon with an Honorary Aviator membership to Wright “B” Flyer, which is based at Dayton-Wright Brothers Airport in Miami Twp. The Honorary Aviator membership includes a free orientation flight on the Wright “B” Flyer, a modern lookalike of a 1911 Wright Model B airplane.
NAHA created the scholarship to memorialize the late Mitch Cary and Don Gum, Wright “B” Flyer trustees and volunteer pilots who died in an aircraft accident in 2011. “With this scholarship, the National Aviation Heritage Alliance hopes to create new pilots and by doing so honor our association with Mitch Cary and Don Gum and how they befriended us, as they pursued their passion for flying,” Winslow said. The ceremony honors Wilbur and Orville Wright of Dayton, who built the first successful powered airplane in their west Dayton bicycle shop and flew it at Kitty Hawk, N.C. on Dec. 17, 1903.
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Have an event coming up? Submit it for publication in the online events calendar at www.inflightusa.com
January 2014
IPS FROM THE
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ROS
“Tips from the Pros” is a feature dedicated to allowing the In Flight USA family of aviation professionals to share tips and information regarding flying skills, airframe care and engine operations.
HOW HIGH By Bob Turner MCFI San Diego remember when GPS just got going good. A buddy had the magic Garmin 295 and showed me how wonderful it was – it even had accurate altitude. He could now be assured of being at the correct altitude no matter what. I tactfully offered that maybe it was better to be at the altitude that everybody else was expecting him to be, and maybe that was different from the honest-togosh correct altitude measured by the GPS system. Indeed, the way we select cruising altitudes in airplanes is by using matching instruments that may or may not know the actual altitude at which they are currently operating. We get away with that because all airplanes in the vicinity are using equally inaccurate altimeters. When you are cruising IFR and the center gives you an altimeter setting, it is probably not a perfect setting for where you are. In fact, it is almost guaranteed to be accurate only at one point in the sector, maybe right outside the radar room. You get the picture – everybody is using the same semi-accurate setting, regardless of the actual pressure at any given location, and separation is maintained – except for the occasional person who cruises around with a GPS altitude. I think I gently convinced him to go back to the altimeter for his cruising altitudes. Today one of my students complained that his aircraft had a bad encoder. It had a bad encoder two years ago, too, and we had it adjusted. We had the transponder guy bump the reported altitude up a bit. Turns out that the student had been cruising at the altitude on the face of the transponder, and not according to the altimeter. The transponder is one of those fancy Garmin units with liquid crystal displays, and it reads pressure altitude right there on the face. And of course, since the controllers were still squawking after we re-set it, he assumed the transponder was sending a signal to the ground that was not matching the readout on the transponder. The transponder was probably working just fine, except for the possible bump we put in two years ago. The
I
IS
53
Images and visions of Sagar Pathak
HIGH?
transponder/encoder setup is designed to transmit the aircraft’s pressure altitude. In fact, the radar controller’s equipment is designed to apply a correction to the raw data from responding aircraft, commensurate with the altimeter setting the controller has selected for a given sector. Pressure altitude, loosely speaking, is the altitude your altimeter reads when you set it to 2992. If your reporting station is calling the altimeter setting 2992, you can be pretty sure the altitude your encoder is sending out is in fact the altitude shown on your altimeter. But 2992 is a rare altimeter setting – it is usually a good bit higher or lower than that. For instance, an altimeter setting of, say, 3012 will have the altimeter off by 200 feet from the altitude reported by the encoder, and that is enough, these days, to get a controller quite upset with you. That is, if you cruise at 4,500 feet on the transponder readout, and the controller says the altimeter is 3012, assuming your equipment is working perfectly you will be 200 feet off your assigned altitude on the radar scope, and you will get fussed at (that’s how my Texas buddies phrase it). As an example, today the altimeter setting is 3024 - not unusual for sunny Southern California. If I put that in my Kollsman window I read 420 feet – field elevation. If I then put 2992 in the window, I get airport pressure altitude, which is 140 feet. The 280-foot difference is enough to start alarm bells at a radar facility. Add the 100 foot error we erroneously introduced in my friend’s encoder, and there is the possibility of a violation under IFR or a class B transit. Here is how you do it: get your transponder/encoder checked every two years, which costs around $75, and it is required by FAR. Then, use your altimeter for cruising altitudes, with the setting given you by the last controller. Ignore your GPS altitude, and above all, ignore the altitude your transponder is giving you. If you use that little number on the transponder, and you are on an IFR clearance, you could be impacting safety and you surely will be getting some heat from the radar specialist. In Flight USA encourages GA Pro’s to submit their tips to share with our readers. Please send submissions to
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Stanford Researchers are looking for Pilots with IFR Experience for new study! ILS Eye-tracking Decision Height Study: • Total time needed for study 2.5 to 3.5 hours • Landing Decision (three brief approaches) task with eye-tracking (simple goggles) • One computer test of about 40 minutes to an hour (this is included in the 2.5 to 3.5 hour timeframe) • $80.00 for your participation • Study takes place at our Aviation Lab at the VA in Palo Alto
For more information, please contact: The Stanford/VA Aviation Lab Phone: (650)852-3457 Email: kcastile@stanford.edu
In Flight USA Celebrating 30 Years
54
January 2014
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By Denise Rae Donegan ome of my favorite memories of my dad are of the two of us sitting in “The Boat,” our family’s white Buick Electra, parked alongside San Francisco Bay, eating lunch while watching the planes take off and land at SFO. I can still hear him saying, with binoculars in hand, “Look Denise, that’s a DC10,” or a 7, or whichever type of aircraft was flying overhead. It seemed that no matter where we were, up until the day he died, he always had an eye on the sky, fascinated with aircraft of all shapes and sizes. My own passion for flight began under his wing Earlier this year, I began to fly with my dear friend Ana Uribe Ruiz, Aviatrix Extraordinaire and member of Women of Aviation Worldwide (WOAW.) After our first breathtaking flight together I told her how I wished I could become a private pilot myself. Ana said, “Then why don’t you?” “Because I wear prescription glasses.” “You don’t have to worry about that for a private pilot’s license. You just have to wear your glasses.” My heart skipped a beat. “Really?” I said out loud, “How cool would that be!” I stared up to the sky, past the scattered clouds and thought, “Dad, what do you think?” After our flight, Ana introduced me to many of the fabulous people of West Valley Flying Club, located in the San Carlos Airport, San Carlos, Calif. She also explained to me how choosing a flying club is an extremely important decision. Having a longstanding history, an exemplary track record, and a staff of accomplished Certified Flight Instructors (CFI) are all crucial elements to consider. I felt confident in West Valley Flying Club; they have been in business for more than 40 years, are a non-profit organization, and the members are owners. In addition, they have more than 30 planes to choose from for rentals. Ana and I went on to spend a relax-
S
Clockwise from top: Post student pilot first lesson with my copy of InFlight USA in hand, Student Aviatrix Denise Rae Donegan, George Kebbe, CFI with his original 30 year old Pilot’s Handbook. ing morning at Cafe Zoe in Menlo Park. She talked at great length about her childhood in Ecuador, and of being the daughter of an airline owner. Instead of getting into the station wagon for an outing, her family would jump into a plane. Ana’s enthusiasm was infectious. “I want this to happen,” I thought to myself, “I unequivocally do!” In March 2012, Ana participated, and organized a local flight event as a part of the Global Women of Aviation Worldwide (WAOW) Week, gathering seven other pilots along with herself and her husband in order to offer complementary flights to girls and women in the Bay Area who have never flown in a small airplane. Ana and her A-Team flew more than 200 girls and women out of the San Continued on Page 57
January 2014
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PILOTSHOP.COM ANNOUNCES LAUNCH OF NEW WEBSITE
55
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION LD O S
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1979 Beechcraft F33A
1968 Beechcraft V35A
287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$109,950
4085 TTSN, 1185 SFRMAN, STEC 30 A/P, KING IFR, New Paint and Interior, Like New, ......$69,950
LD O S
Pilotshop.com has announced the launch of their entirely redesigned new website. While users of their website have become accustomed to the current pilotshop.com, they identified some areas of needed improvement and have addressed these concerns and incorporated the solutions into the new design. The website uses a variety of new web standard techniques that are more intuitive and user friendly, including the display of current stock status along with greater control of your order history and account details. The new website offers
many new features such as improved product search and easier navigation. Users are encouraged to browse and order on the new site and offer feedback as to what you like, what you don’t like, and any other suggestions you might have. Pilotshop.com will maintain their high standard of customer service and competitive pricing. View Pilotshop.com’s complete product line at www.pilotshop.com. For more information contact pilotshop.com at 877/288-8077.
START THE NEW YEAR WITH NEW “FAVORITE” Wings over Kansas has been a leading website for aviation fans for years, and it has just gotten better for 2014. While the title of this well-known website tends to make one think that it is restricted to only local aviation issues, one must remember that most of what we think of as “aviation stuff” began in the State of Kansas with companies like Cessna, Raytheon Beechcraft, Boeing, Lear and many others that still call Kansas their home. According to Carl Chance, creator of Wings over Kansas, “The intent of Wings over Kansas is to offer a historical and present day perspective of aviation that can only be enjoyed by looking into the contributions of America’s true heart of aviation, Kansas. But, we do not just concentrate on what has happened in the past. Articles and commentary from leading aviation experts take the visitor into the future as well.” Chance has pulled together some of this nation’s most revered aviation writers and contributors, with articles and supporting images that are second to
A
none. Chance continues, “Wings over Kansas links to a number of highly respect aviation sources, such as the countries most respected historical facility dedicated to space travel, the Kansas Comosphere and the McConnell AFB heritage site, to name just two of many resources. Our outreach is national.” One might also be surprised by link tabs that include subjects like the News Room, Careers, and Learn to Fly. Chance concludes, “We have worked hard to improve the general look of the web site and made it easier to find the exact topic you may wish to research or learn more about. Our nationally respected contributors offer perspectives that will both enlighten and provide information that flyers of all categories can put to use.” One must be cautioned, however, in that it is nearly impossible to just stop by Wings over Kansas for a quick look. Be prepared to spend some time on this habit-forming source of history and current information. Visit www.wingsoverkansas.com. It will be time well spent.
1978 Cessna 177 RG Cardinal II
1967 Beechcraft V35
3657 TTSN, 1881 SMOH, Digital IFR, A/P, Nice original condition, One owner last 24 years, NDH,.....................................$59,950
1890 TTSN A&E, NARCO IFR, A/P, Nice Original Paint and Interior, ........................................$59,950
LD O S 1982 Piper Warrior II 161
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1945 SMOH, 8026 TTSN, Digital IFR, DME, NDH, Well Maintained ........$24,950
2268 TTS, 264 SFRMAN, GPS, A/P, Digital IFR, Original Paint, New Interior, Hangared CA Airplane.................................................$89,950
1979 Piper Warrior II 161
1980 Cessna 152
1500 SFOH, 6200 TTSN, Digital IFR, 4000 TTSN. 2400 SMOH. New king digital Century 1 A/P, Nice Paint and Interior, IFR, Garmin Transponder, DME, NDH, new NDH...............................................$29,950 windows and plastic .......................$24,950
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1967 Piper Cherokee 180 426 SFRMAN, 4041 TTSN, Garmin GPS, last owner flew it every Saturday since 1980 ......................................................$25,950
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1978 Piper Archer II 181
1977 Cessna 310R
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In Flight USA Celebrating 30 Years
56
January 2014
InFlight USA Classifieds (All ads run for 2 months) 00
Classified Ad Rates: $45 for the first 20 words, $750 for each additional 10 words, photos $750 ea.
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D. Rae’s Aviatrix Training Continued from Page 54 Carlos Airport. Ana and her husband Daniel love few things more than to jump into their Piper Archer II and take to the sky. It is great to have her support, and I have already learned an amazing amount from her and Daniel. Globally, WOAW flew 17,000 girls and women. Two of Ana’s pilots in San Carlos were in the top ten worldwide standings for numbers flown. Francesca Fambrough was ranked number five, and Mehdi Dalvand was ranked number 10 worldwide. Not bad for their local debut for this worldwide event. Then the time came to take the next step. For this, I needed to contact George Kebbe, CFI. Ana had introduced me to George at West Valley Flying Club a few months back. We chatted for a bit, and I liked him straight away. George returned my call while I happened to be at Ana’s house – I had George in one ear, and Ana in the other. We set up my first lesson for the next day. “Wow, is this really happening?” Yes it was! George and I met at West Valley and jumped right in. I liked the way George spent some time asking me questions about my life, and the other commitments that I have. He wanted to make sure that I completely understood the time and financial commitment needed to become a private pilot – even expressing his concerns with my busy lifestyle. We discussed these issues in depth, and in the end decided that, while busy, I was ready, willing, and able to commit to my lessons. Next, we discussed the required textbooks, many of which I had obtained with the help of Ana. We also went over the Medical Certification needed for a Third Class Student Pilot Certificate, and where to go for the exam. George pointed out that it is good to get this certificate early, in the event that a medication or conditions finds you ineligible. It would
be heartbreaking to discover, after 100 hours of flight and ground school, that you are not cleared for solo flight. For the next hour and a half, George explained the four fundamentals – climb, decend, turn left, turn right, then went onto Bernoulli’s principle, angles of attack, four forces of straight and level flight, and pressure above and below the wings needed for lift. We also discussed axis points; lateral pitch axis, longitudinal roll axis, and vertical yaw axis. I was fascinated with the topics at hand. After a complete and thorough preflight check, we were ready to take flight. George advised me that I was going to be sitting on the left. I’ve never sat in this position before, always on the right or in the back. George pointed out the components of the control instruments, and told me to taxi down to the runway using my feet only. “What was that? I’m going to do this?” “Yes. You have control of the plane.” Ok. I’m shocked but pleased. Steering with your feet is a very strange experience. You use muscles in a way that you’ve never used them before. George communicated with the tower and I had control of the plane. Throttle up, pulled back, and the next thing I knew I was flying over Redwood City, Calif. Me. I banked to the right using my hands and feet, headed west over Woodside, climbed the mountains and headed towards the Pacific Ocean. Once over the beach, we climbed, descended, leveled, turned, and slightly rolled. It was a new, completely exhilarating, total mind, body and soul feeling. Completely unlike anything I’ve ever experienced before. I was in awe, amazed that I was doing what I was doing, and thrilled to be doing it. I looked up into the sky and smiled at my dad.
George Belden, private pilot currently training under George Kebbe for Instrument Training, my CFI, George Kebbe, and Francesca Fambrough, private pilot and staff member at West Valley Flying Club.
Top: Denise banking right, and then left to fly around Mavericks in Half Moon Bay. Above top: George Kebbe, CFI logging my first student pilot hours. Above left: Denise's left hand on the yoke and right hand on the throttle. Above right: My camera caught the amazing view over the Pacific Ocean through the propeller blades.
In Flight USA Celebrating 30 Years
58
January 2014
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