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In Flight USA Celebrating 30 Years

THE

July 2014

COVER...

30 YEARS

AND LOOKING TO THE FUTURE

itfox, the iconic kit plane that first hit the market as what was basically a two place, cabin ultralight, is celebrating 30 years of continuous production. Introduced in 1984, the Kitfox Model I was powered by a 50 hp. two-stroke engine contained in the classic look of a round cowl. It caught on with Model II and Model III versions following during the next five years. The gross weight and engine options were expanded with each new model. All versions had a common feature that remains alive today, the ability to buy the entire kit in a single box, including engine, and assemble it in minimum time. 1989 saw a “new” Kitfox arrive, with the introduction of the Model IV, having a higher gross weight, different wing and completely revised flight control system. The “Speedster” version of the Model IV captured the imagination of every classic aircraft lover and Kitfox was soon outselling the “big three” GA aircraft manufactures combined. In a 1994/95 timeframe, Kitfox answered the demand to corporate con-

temporary Continental and Lycoming engines by creating an entirely new airframe, the Kitfox Series 5. While similar in appearance to the Model IV, there were virtually no interchangeable parts. The gross weight and cabin size were significantly increased, as well as performance. The unique “convertible” Series 6 appeared in 2001, quickly replaced by the Series 7, a plane specifically designed to meet stringent S-LSA standards. Those design standards paid off in 2009 with the Series 7 Sport meeting S-LSA certification criteria, making the finest version of the Kitfox available as a ready-to-fly airplane. The Kitfox Series 7 is the quintessential flying chameleon, able to accommodate tail wheel or tri-gear configurations, tundra tires, floats (amphibious) and skies. While often thought of as a “low and slow” recreational plane, the Series 7 retains remarkable short field performance coupled with cruising speeds of 115 to 120 mph, even faster with the turbocharged Rotax 914. When Continued on Page 19

S-LSA Aircraft currently in Las Cruces, NM 912ULS powered.

(Kitfox Aircraft LLC)

Affectionally known as The Mule this aircraft was originally built as a Kitfox test aircraft for prototype reasons. The Mule ended up being an Bronze Lindy award winner at Oshkosh in 2010 with the 7 cylinder Rotec Radial engine then was the first to fly the new O-233 LSA engine with their electronic ignition. Then followed by the first kit install of the Rotax 912iS and 912 iS SPORT.. then converted from Tail wheel to Tri-gear. (Kitfox Aircraft LLC)

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TABLE

CONTENTS

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

Volume 30, Number 11

July 2014

ON THE COVER COVER STORY

PHOTO FINISH

KITFOX

WORLD WAR II WEEKEND

30 YEARS AND LOOKING TO THE FUTURE

By A. Kevin Grantham and Stan Piet Photos by A. Kevin Grantham Starts on Page 28

Page 4

Cover Photo Courtesy EAA/Kitfox Photo shoot from Sun-n-Fun flying over the Gulf of Mexico. It is N703KA the first Kitfox Series 7 Sport currently in Mesquite, TX.

NEWS Editorial: Response to USA Today: Safety Last!` By Ed Downs ..................................................................................6

AOPA and GAMA Sound Off ........................................................6 AOPA Asks House to Protect Airport Funding ..........................8 Aviation World Record for Coast-To-Coast Flight ....................22 Special Section: EAA AirVenture Preview ................................34 NASA's Orion Spacecraft Stacks Up For First Flight ..............39 Garmin Tackles "Misinformation" on Hacking Avionics ..........41 Cessna Receives FAA Certification of FIKI System ................43 Piper Mirage Named Best Personal Aircraft..............................44 Solar Impulse 2 Makes Successful First Flight ........................44 AAAe's NAC Set for Sept. 28-30, Portland ................................46 High School Winners Begin Building GAMA/Build A Plane ....47 Florida Aviation Network To Raffle T-6 Texan ............................54 Zenith Aircraft to Host Hangar Day Sept. 20 ............................55

COLUMNS Contrails: Oh the Places You’ll Go by Steve Weaver ....17

FEATURES & SPECIAL SECTIONS

What’s Up?!: A Very Heavy Heart by Larry Shapiro ......26

Pilot Report: Diamondstar DA-40XLS By David Brown ............................................................12

Flying wIth Faber: New Zealand by Stuart J. Faber ........29

Interview: Bob Leuten, Not Sitting on His Laurels By Michael J. Scully ......................................................20 Wounded Warrior Battles Life, Career and Competition By Sr. Airman Jette Carr ........................................................24 World War II Weekend 2014 By A. Kevin Granthm and Stan Piet ......................................28

Homebuilder’s Workshop by Ed Wischmeyer..................37 Skies to Stars: Aperture Envy by Ed Downs ....................38 Safe Landings: Be Ready and Prepared ..........................42 The Pylon Place: PRS 2014 by Marilyn Dash ....................45 Goodies and Gadgets: Zenair Rivits and more ............45

DEPARTMENTS

Making that Go/No Go Decision By Ehsan Mirzaee..................................................................30

A Classic Coyote Hunt with Aircraft By Charlie Briggs ..................................................................48

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

SPECIAL SECTION: EAA AIRVENTURE OSHKOSH PREVIEW ..................PAGE 34

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In Flight USA Celebrating 30 Years

Editorial

July 2014

By Ed Downs

SAFETY LAST: LIES AND COVER-UPS MASK ROOTS OF SMALL PLANE CARNAGE oes that title grab your attention? It should, as it is emblazoned across the USA Today web link to an article written by Thomas Frank (with 11 additional “contributors” listed at the end of the article), an investigative reporter for the print publication, USA Today. The print article was entitled, “Unfit for Flight,” but the web version seeks to grab readers’attention with a title smacking of yellow journalism, (a type of journalism that presents little or no legitimate well-researched news and instead uses eye-catching headlines and photos to sell more newspapers) complete with a full-color photo of a crashed helicopter engulfed in flames. To be sure, the title, photo and article are designed to incite fear and mistrust of General Aviation by the reading and web-viewing public. Written in six short “installments,” accusations are made that General Aviation is an industry full of large companies that do not care about safety, an FAA that is obscuring the facts, longstanding deficiencies in design that go unchallenged and multiple lawsuits that prove just how

dangerous General Aviation is. Now do we have your attention? This writer had a number of visceral reactions upon reading the article. The first tendency was to attack each point made, followed by facts and statistics that were left out of this poorly researched article. But anger slowed to reason as I read the well thought out replies and comments of nearly every aviation alphabet group. Two primary questions came to this writer’s mind. First, what can one say to a non-pilot friend who reads this piece and then questions you about the safety of flying light aircraft? Second, what could the motive have been for printing such an article to begin with, given the huge generalizations taken and extrapolations from a questionably legitimate point to the conclusion that the General Aviation (meaning participants, manufacturers, services and even the FAA) considers “Safety Last,” using “Lies and Cover-Ups” to fool the public. Let’s take a look at both of these questions. First, what do you say when that friend, who has read the USA Today

AOPA REFUTES USA TODAY’S MISLEADING REPORT ON GENERAL AVIATION SAFETY The Aircraft Owners and Pilots Association (AOPA) recently responded to a USA Today article written by reporter, Thomas Frank. This extremely flawed article paints a misleading picture about the safety of general aviation: It gets the general aviation safety record wrong, it ignores efforts by the industry to make general aviation safer, and it violates basic tenets of fairness and accuracy when it comes to good journalism. The article leads one to believe that general aviation is an unsafe form of transportation, but in truth, general aviation has demonstrated significant progress in safety. According to the National Transportation Safety Board, the number of fatalities has declined by more than 40 percent since the early 1990s. Of course mentioning that sort of fact would have undermined Mr. Frank’s narrative; you won’t find those statistics in his piece.

General aviation is enveloped by a robust safety system that is more extensive than any other recreational activity in the United States. This system addresses everything from aircraft certification to pilot training, aircraft maintenance and flight operations. This results in a general aviation system that provides for 21 million flight hours annually while carrying 170 million passengers per year safely and efficiently. In comparison to other forms of recreational transportation, the annual number of fatalities for general aviation is about 30 percent lower than that of the recreational boating industry and not even 10 percent of motorcycles. General aviation – and AOPA – have been proactive and aggressive in seeking solutions by pressing the FAA to make it easier and more affordable for new technology and safety-enhancing equipment Continued on Page 11

report, asks, “is flying safe?” The honest answer is the manned flight is not inherently safe, but it can be managed in a way to make it safe. Let’s face it; the human body is not really designed for rapid vertical or horizontal deceleration. Just try stepping off a curb when you do not see it, or attempt to walk through a clear door that was unexpectedly closed. The odds are good that you will suffer an injury. So with full knowledge of our fragility, we humanoids design a machine that will lift us thousands of feet into the air, fill it with flammable fluid, light the fluid on fire to produce energy and then hurl the entire contraption through the air at high speed. To be sure, we have created considerable risk. In fact, it is the same kind of risk we routinely accept when driving, boating, taking the subway or riding a horse. That is what we humans do; we accept risk. But in aviation, we do more than just “accept” risk, we study it, learn ways to mitigate it, develop risk management skills and keep these skills sharp through currency requirements, practice, recurrent training, flight reviews and use

of a multitude of government and private industry training programs. Be sure to mention tough pilot and aircraft certification standards, air-worthiness directives and that the FAA has a safety reporting system in place for mechanics to report problems or issues of concern. Most of all, let your concerned friend know that the ultimate responsibility for safety does not lie in just the ideal of “inherent safety” or the office of some government official or rule book. It is you, the responsible pilot, who actively causes safe operation of the aircraft. It is the view of this writer that Mr. Frank does not truly understand our commitment to personal responsibility, but choses to blame aviation accidents on “General Aviation.” Flying is as safe as we pilots will allow it to be. FAA statistics tend to prove that we pilots are the focal point of safety, with nearly 80 percent of accidents related to pilot error of some form. That leaves about 20 percent of GA accidents involved in some form of mechanical issue, but even then, half of mechanical Continued on Page 10

GAMA RESPONDS TO SENSATIONALISTIC USA TODAY STORY ON GA SAFETY By Pete Bunce President and CEO, General Aviation Manufacturers Association President and CEO Pete Bunce issued the following response to Thomas Frank’s sensationalistic story in, “Unfit for Flight:” Thomas Frank’s sensationalistic three-part series in USA Today (Unfit for Flight, June 18, 2014) fails to acknowledge the significant progress general aviation manufacturers have made to improve safety. The reality is that the number of fatal accidents in general aviation aircraft has declined substantially in recent years. In fact, the goal of one fatal accident per 100,000 hours flown by 2018 now appears increasingly likely. Aircraft manufacturers spend significant time and expense to ensure the safety of their aircraft. This process begins

with a three-to-six year period in which the manufacturer demonstrates to the Federal Aviation Administration (FAA) that each design meets the applicable regulations. The tightly controlled aircraft design process results in a specific design approval – the type certified design, or TC – which applies only to that particular approved design that can then be produced. If a manufacturer wants to make something different, it must go through another safety review process for approval. In the event of a safety concern, the FAA most often issues an Airworthiness Directive (AD), which is a regulation that applies to a particular aircraft model. An AD can implement a new requirement on an existing aircraft design as well as aircraft that have already been produced. The AD rulemaking tool allows the FAA to quickly address any safety issues in the Continued on Page 11

July 2014

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HEADLINES ONLINE

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

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APPLICATION PERIOD OPENS FOR EAA AIRVENTURE CUP RACE 400 nm Race Departs from Mitchell, South Dakota

This July, fast airplanes, Rob Logan of Pepper Pike, Ohio, takes off in the race pilots, and aviation AirVenture Cup Race in his Lancair Legacy. (Geoff Sobering/Moving-Target-Photos.com) enthusiasts will once again be descending upon Mitchell Municipal Airport (KMHE) in S. Dak. in advance of the 17th annual EAA AirVenture Cup. This year’s race is planned to start from KMHE with a mandatory turn point over Mankato, Min (KMKT). Pilots then set course, throttle wide open, to the finish line in Wausau, Wisc. (KAUW), for a total of just over 400 statute miles. The EAA AirVenture Cup Race provides builders and pilots an opportunity to race their aircraft in a safe and fun environment, all while promoting aviation in and over the communities where the races are held. Past flying courses have ranged anywhere from 400750 miles cross-country towards Oshkosh in advance of EAA AirVenture. Read more...

WATCHING

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The Abingdon Co. is proudly sponsoring the oldest, annual, all-female cross country air race in the United States and is the official watch of the Air Race Classic (ARC). The ARC is launching its ten-stop race from June 16th-19th, 2014, starting from Concord, Calif. and ending in New Cumberland, Penn. The sponsor is providing Championship Aviatrix winners with two Elise timepieces in Egyptian Gold and two Athenian Silver for the Reserve Aviatrix Champions. The Abingdon Co. offers top quality, specialized watches to meet the needs of female transcontinental pilots and adventurous women that navigate all over the world. Abingdon Welch emphasized, “For the second year now, I am excited to promote the partnership between the Air Race Classic and The Abingdon Co. A natural fit, the Air Race Classic promotes women in flight through the Air Race and The Abingdon Co., which was built by those same women. Read more...

EAA SCHOLARSHIP DEADLINES FAST APPROACHING EAA administers several flight-training scholarships that can help offset training costs and get you flying! The deadline is near for several offerings, and EAA encourages student pilots to apply in time to be considered. Read more...

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In Flight USA Celebrating 30 Years

SEE By Mark Baker President and CEO AOPA f you want to know what general aviation is all about, spend a few days in Oshkosh, Wisconsin, this summer for EAA AirVenture. It’s the place to see all things GA, and I’ll be there along with thousands of my fellow pilots and AOPA members. AOPA is always part of AirVenture, but this year, we’re doing something different and special. We’ve got a new location, right on the flight line, right across from the iconic EAA Brown Arch so you’ll have no trouble finding us. Along with the great new location, we’ve added a new court-

AOPA By Elizabeth A Tennyson AOPA General aviation airports rely on federal money, making it vitally important that Congress maintain Airport Improvement Program (AIP) funding at least at current levels, AOPA President Mark Baker testified before the House Aviation Subcommittee. During the June 18 hearing on airport financing, Baker told the panel that the need is high for safety, expansion, improvement, and environmental proj-

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yard, so you can join us to sit down, relax, and watch everything that’s happening, from heart-stopping aerobatics to thunderous low passes. Inside our main tent, you can meet up with members of the AOPA crew to ask questions and get answers. Representatives from our member services team are always on hand. Renew your membership at the AOPA tent to take advantage of our “$5 off show special.” Invite a friend to join for $5 off as well! You can also learn more about AOPA insurance services for owners and renters. You can talk to our finance team about getting the right loan whether you want to purchase an aircraft, upgrade your interior, or modernize your panel.

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OSHKOSH And be sure to talk with our Pilot Protection Services team to find exactly the level of legal and medical protection you need for the way you fly. Even if you don’t have any questions, be sure to stop in just to have some fun. We’ll have six AOPA Jay simulators available for you to test your skills. And there will even be a Pilot Magazine photo booth to snap the perfect cover shot. We’ve recently added lots of high-quality, stylish new offerings to our selection of AOPA Pilot Gear, so be sure to take a few minutes to browse. If you’ve joined us at past AirVentures, you’re familiar with our big yellow tent. This year we’ll be using it for seminars and other activities like flying

club and flight school meet-ups. And no AirVenture would be complete without the chance to get a good upclose look at your next airplane–that is if you’re lucky enough to win it. The AOPA Sweepstakes Debonair will be on hand so you can check out all the amazing upgrades along with the cool retro paint scheme. And we’ve got some other surprises planned throughout the week, too, including a sneak peak at a brand new program designed to lower the cost of flying. So whether you come for a day or the entire week, be sure to stop by the AOPA campus at AirVenture. I can’t wait to see you there!

TO PROTECT AIRPORT FUNDING

ects at general aviation airports. According to the FAA’s most recent National Plan of Integrated Airport Systems report to Congress, airport infrastructure needs far exceed the funding available. From 2013 through 2017, the FAA estimates that airports will require some $42.5 billion to meet all AIP-eligible infrastructure development demands. That’s significantly more than the roughly $3.35 billion annual allotment. In addition, the availability of non-primary entitlement funds depends on maintaining at least $3.2 billion in annual AIP

July 2014

funding. Non-primary entitlement funds are available to GA airports and non-primary commercial service airports listed in the National Plan of Integrated Airport Systems that show a demonstrated need for airfield development. GA airports that qualify are eligible to receive up to $150,000, making the entitlement a significant funding source for many small airports. “America’s airports are the true backbone of aviation, and without a robust airport network, aviation cannot grow,” Baker told the panel. The hearing was convened by

Aviation Subcommittee Chairman Frank LoBiondo (R-N.J.), who is also a member of the House General Aviation Caucus, to consider how anticipated growth in air traffic will affect the physical infrastructure of the nation’s airports and to look at sources for financing infrastructure needs. In addition to Baker, the subcommittee heard from representatives of the FAA, the Government Accountability Office, the American Association of Airport Executives, Airlines for America, and Airports Council International.

REPRESENTATIVES APPROVES $15.7 BILLION IN FAA FUNDING FOR 2015

Measure Prohibits User Fees and Supports General Aviation Initiatives The U.S. House of Representatives voted in June to provide $15.7 billion to the Federal Aviation Administration in fiscal year 2015, representing a slight increase from the current $15.6 billion funding level. Significantly, the bill prohibits the imposition of aviation user fees and also fees for digital navigational charts. The bill also directs the FAA to use funding to support the Small Airplane Revitalization Act, which would streamline Part 23 certification of small airplanes.

“This bill includes several GA related provisions and we appreciate the House moving on this important piece of legislation,” said Mark Baker, president of the Aircraft Owners and Pilots Association (AOPA). “We are pleased to see that the bill does not include President Obama’s user fee proposal and that it does include funding to support the Part 23 revisions process, which will help bring down the cost of aircraft and improve safety. We are looking for the House and Senate to come together and send a pro-GA bill to the president.”

Other elements of the bill that directly impact general aviation include: • $252.2 million for ADS–B NAS Wide Implementation, up from $247.2 in the FAA’s budget request. • $103.6 million for Wide Area Augmentation System (WAAS) for GPS. • $6 million to support development of lead-free aviation gasoline, an increase from the $5.7 million in the president’s request. • $140 million for the Contract Tower Program, of which $9.4 million is for the contract tower cost share program.

The U.S. Senate Appropriations Committee approved its own version of the FAA bill, proposing $15.86 billion in FY2015. It is awaiting full Senate approval. Once both chambers have passed their bills, the measures will be taken up by a conference committee of both House and Senate members. They will hash out the differences in the two bills and then send a final version to the White House for the president’s signature.

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

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July 2014

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President & CEO, AOPA

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July 2014

Editorial: Lies and Cover-Ups Continued from Page 6 issues were known to the pilot prior to take off. Can GA safety be improved? Of course it can, just as soon as we pilots step up and do a better job of managing risk. It is not a “General Aviation problem,” it is a pilot opportunity. Now for question number two, why did USA Today run this story? This writer’s personal experience with USA Today is usually associated with hotel stays, which due to my lecture schedules, are frequent. A current copy of USA Today is often slid under the door of my hotel room or almost always available in the hotel lobby. This writer has never purchased a copy. It is a distribution model quite similar to that used by In Flight USA. Personally, I find the stories and reports to be light reading, often lacking any real punch or interest-grabbing issues. But then this writer must admit to reading habits that favor technical and trade publications with occasional indepth coverage of business and political issues in the likes of the Wall Street Journal. Typically, a “block buster” of an investigative report deals with subjects that can affect millions, such as public health issues, political scandals, financial indiscretions or celebrity legal problems. Why pick on a niche market that is typically utilized by a small number of licensed individuals? GA does not “hold out for hire” as do the airlines, and owners and renters use GA aircraft for personal purposes. With only about 600,000 GA pilots and maybe 225,000 GA airplanes, General Aviation offers little danger to the mass traveling public. The reporter, Thomas Frank, seems to be a qualified guy, one of 27 “news” reporters working for USA Today. An additional 57 reporters work in the money, sports, life, technical and travel departments. Mr. Frank has been with USA Today since 2004, with most of his reporting dealing with the TSA and homeland security. Mr. Frank appears to have paid his dues in the Middle East and wrote a detailed series on hurricane Katrina. It is notable that Mr. Frank was a finalist for a Pulitzer Prize in 2012. This writer reviewed only a sampling of nearly 900 articles written by Mr. Frank and did not see sensationalism or personal ax grinding. Mr. Frank became an investigative reporter in 2010 and did cover some aviation events, such as the terrible accident at the Reno Air Races and the loss of the Air France Airliner over the Atlantic. These reports typically summa-

rized NTSB investigative material. So, why does an experienced and respected investigative reporter produce a series so full of generalizations, cherrypicked issues and illogical conclusions, without quotes or comments from GA industry leaders? And why does Mr. Frank look to court judgments and financial settlements as proof of incorrect behavior? Anyone who has ever been involved in tort law (a civil wrong that can be redressed by awarding damages) knows that tort litigation is seldom about right and wrong, but actually a court-sanctioned business model aimed at acquiring the assets of another person or company. Mr. Frank alludes to the “powerful special interest groups” that managed to implement a liability limit that “protects” aircraft and components placed into service more than 18 years ago from tort litigation. Mr. Frank fails to note that the 18year moratorium was a part of the Aviation Revitalization Act of 1994 (S. 1458), passed by both houses of Congress and signed into law by then President Clinton. This act adversely affected the private income of hundreds of politicians who voted for it, causing one to wonder just how bad tort litigation had become for those inside the beltway to say, “enough is enough.” Mr. Frank should use his investigative skills to learn more about the need for the Revitalization Act and that tort litigation is, in fact, a major block to improved aviation safety. Perhaps the reason for the “Safety Last” article lies with the editorial management of USA Today. USA Today’s editorial policies are quite detailed in terms of protecting sources but say little about fact checking or independent verification of editorial claims or accusations. Under the policy title of “Best Practices,” USA Today demands that reporters “Safeguard the readers’ trust” and “Tell the truth accurately and fairly.” But with no comments included from GA industry leaders, the “safeguard and fairly” part of their policy seems to be lacking. To be sure, this writer will never know the truth as to who made the final decision to run the “Safety Last” feature, but it certainly did what the yellow journalist of the past wanted to achieve. It has raised a ruckus, gotten a lot of comment and given the ad sales department the ability to brag about the controversial issues being covered by USA Today that will bring readers to both the publication and the website. Let’s hope this is not the case, but if it is, USA Today, shame on you!

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

July 2014

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AOPA Refutes USA Today’s Misleading Report Continued from Page 6 to be installed in the existing fleet of 209,000 general aviation aircraft. In 2013, the general aviation industry, including airplane and equipment manufacturers and operators, provided the FAA with extensive recommendations, which when implemented, will expedite the process for the development, certification, introduction, and installa-

tion of safety-enhancing equipment on existing and new aircraft. The FAA has begun the implementation of these recommendations and needs to ensure that all of the recommendations are acted upon. In addition, President Obama has signed the Small Airplane Revitalization Act into law, directing the FAA to implement the recommendations by Dec.

2015. That too was omitted from Mr. Frank’s story, though others and we spoke extensively with him about it. Mr. Frank stuck with the flawed idea that aircraft certified years ago, but manufactured today, are inherently unsafe. Aircraft manufacturers and the general aviation industry make changes and install safety-enhancing upgrades to existing aircraft on a regular basis. It is

GAMA Responds Continued from Page 6 existing fleet as well as existing designs that are being produced. ADs are an extremely effective way to ensure an airplane’s safety throughout its lifetime. Furthermore, the industry, along with the FAA and the National Transportation Safety Board (NTSB), continues to work to identify the leading causes of general aviation accidents and has taken major steps to mitigate the risks of these accidents occurring. The General Aviation Manufacturers Association (GAMA), along with other members of the General Aviation Joint Steering Committee (GAJSC) – a group of government, industry, and user groups dedicated to improving aviation safety ––has

LAS

pressed the FAA to streamline requirements governing the use of Angle of Attack (AoA), indicators in general aviation aircraft. AoA indicators can help pilots avoid losing control of the aircraft in flight, the primary cause of accidents. Thanks to these efforts, the FAA recently made it easier and more cost-effective for pilots to install AoAs. This initiative has the potential to have a significant impact toward combating loss-of-control accidents. The GAJSC continues to develop other concrete improvements to improve overall safety. As Mr. Frank notes, the average general aviation aircraft is now 41 years old. That’s why the FAA and industry Continued on Page 19

the goal of the general aviation industry to continually evaluate and evolve our already-robust safety system. It is clear that Mr. Frank could not make space in his lengthy article for evidence of progress––evidence laid out in an hour-long discussion that AOPA had with him last week. Including this information would have undermined his misplaced notion that general aviation is unsafe. P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254

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

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

1999 BEECH B36TC BONANZA

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

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1979 BEECH A36TC BONANZA

2000 GRAND CARAVAN W/ BLACKHAWK CONVERSION

1978 B60 DUKE

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

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

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

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

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

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

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In Flight USA Celebrating 30 Years

July 2014

PILOT REPORT: Going the Extra Mile DIAMONDSTAR DA-40XLS By David Brown he long-winged Diamond DA-40 has been steadily entering the market in the four-seat fixed-gear general aviation aircraft, which has been long dominated by the Cessna 172. With sleek and sturdy composite construction, the DA-40 can show a clean pair of heels to the competition. Diamond has not been resting on its laurels but has been continuously improving the DA-40. I was eager to fly the latest version, the DA-40XLS. I met up with the XLS on the ramp at Long Beach Airport in Southern California. The day did not seem promising for our mission with a thick overcast blanketing the area, but Robert Stewart, my demonstration pilot, was not dismayed. With a full avionics fit and integrated autopilot, the DA-40XLS was fully IFR capable, and the inclement weather would give us a chance to see the advantages of the system under instrument conditions. A walk around of the sleek composite aircraft revealed a number of obvious differences from the previous generation of DA-40s I had flown. The most noticeable was the three-bladed scimitarshaped MT propeller, driven by the familiar 180 HP IO-360, now coupled to a distinctive chromed Powerflow exhaust. Although the rated HP is still 180, the improved efficiency of the Powerflow exhaust gives better climb rate and cruise speed. High aspect ratio always promises aerodynamic efficiency for the wings. Based on its Diamond sailplane heritage, the wings on the DA-40 also sport small winglets, which further improve the aerodynamics of the wing. On the safety side, the long and efficient composite wings have double spars, which also protect the aluminum fuel tanks. Tank capacity is increased to 50 gallons in the two-wing tanks. The sleek fuselage provides adequate capacity for the four-person cabin. Stewart pointed out that in the XLS, the whole cabin was now higher and wider with a larger cabin area. The canopy sides bulge out further to give more elbowroom. This gives better headroom and more room for the occupants. I am more than six feet tall, and I must admit that in flying the earlier Diamond DA 20 Katana and the DA-40, I had found the cockpit

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Entry to the DA 40XLS is exceptional. The canopy hinges open, with the front seaters stepping up the leading edge of the wing and then down into the cockpit. Entry to the rear seats is via a huge door on the left hand side of the fuselage. The sturdy fixed gear with its speed pants is low drag, while the castoring nosewheel provides the ability to maneuver easily on a crowded ramp. (Diamond Aircraft)

The twin 10-inch screens of the Garmin 1000 dominate the instrument panel. The center console contains engine controls and the fuel selector. The leather seats and trim seem transposed from a highend luxury automobile, but the two control sticks are pure high-performance aircraft. (Diamond Aircraft) size rather constricting. One aspect of the DA-40 I had always liked, in addition to the entrance being on either side for the front seats, there is the huge gull-wing door on the left-hand side for the rear seat occupants. Having firsthand experience of the contortions required when climbing into the rear seats on other aircraft with only two doors or (horrors) only one door, good rear-seat access has always been high on my requirements list. There is extra baggage space behind the rear seats. If the mission calls for no rear occupants, the rear seats fold flat, and bulky or long items can be carried in this flying SUV. The characteristic T-tail of the DA-40 is unchanged. It was time for us to board. We started by opening the canopy. The canopy incorporates the windshield and is hinged Continued on Page 13

July 2014

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Pilot Report: Diamondstar Continued from Page 12 at the leading edge. I found it to be an exceptionally easy entrance to the left seat, using the step at the leading edge of the wing to climb up onto the walkway then step down into the cockpit. Meanwhile, Stewart mirrored my actions to slide into the right seat. The cockpit is roomy and luxurious with leather seats and trim. The twin sticks are built into the seats, so it frees up the all-important view of the various panels and controls. The instrument panel is dominated by the two screens of the Garmin G-1000, although it is soon revealed that this is much more capable than the standard G-1000 capabilities that I have been flying in other aircraft. This system is fully integrated with the GFC700 autopilot and is WAAS capable. The cockpit is, by any standards, luxurious with leather upholstery and finished with plenty of polished wood… just think about BMW. I particularly like the electric adjustment of the rudder pedals. The seats do not adjust, but the pedals can be driven through an impressive range. Ergonomically, the cockpit is comfortable and just feels right. The short sticks are unobtrusive but effective with each stick containing the usual trim, radio, and autopilot disconnect buttons. Airbags are built into the seat harness for extra safety, and a hefty roll cage protects the occupants. The DA-40XLS is built for survival. Once strapped in, it is a simple process to go through our pre-start checks; bring down and lock the canopy in its partially open position with the lever near my left elbow and then start the engine. The center console has the fuel selector together with the trio of engine control levers and the Throttle, Prop and Mixture. A trim wheel is inset into the console in addition to the electric pitch trim. I use the usual procedure for starting the IO-360, priming first, mixture back while I key the starter, and then forward on the mixture lever once the engine fires. ATIS confirms the ceiling at 1,200 feet over the field with the maritime layer persisting as an overcast south of us to the coast and out to sea. Stewart calls up clearance delivery and requests an IFR departure to VFR on top. We are cleared for an IFR departure with a left turn to PADDR intersection and to report reaching VMC on top. The Bose noise-canceling headsets give us crystal-clear communications. Now switching to ground control, we are cleared to taxi to runway 25L via Taxiway Foxtrot to Delta intersection. I am grateful for the SAFETAXI display on the MFD, which depicts the designated taxiways and runways of this complex airport.

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With its sleek lines and efficient highaspect ratio wing, the four-seat DA40XLS cruises at 150knots TAS on the 180 HP of the IO-360. This equates to about 16mpg while eating up the distance at over three miles a minute. The composite construction results in a smooth airframe. Fuel capacity has been increased to 50 gallons in a pair of wing tanks. (Diamond Aircraft) We taxi with the canopy cracked open for ventilation with the rear edge up a foot or so. This is standard DA-40 practice. On a normal California sunny day, it’s a very good way of keeping the temperature down to acceptable levels. The castoring nosewheel, with a touch of differential brake, makes it simple to maneuver from the ramp to the taxiway. At intersection Delta, I turn into the runup area and complete the standard engine and control checks, including cycling the prop. With all in order in the engine department, I lean the mixture and set up our simple flight plan from KLGB out to PADDR on the Garmin 1000 and set up a target altitude of 3,000 feet on the G1000. On my PFD I tune in the LAX VOR frequency of 113.6 and the 145 radial from LAX. Then I input our squawk code. Stewart points out a nice touch. This is the takeoff/go around button on the throttle, which biases the flight director bars seven degrees up to give the correct climb attitude, another example of Diamond going the extra mile. I complete my pre-takeoff checks, which includes lowering takeoff flap. We wait a few seconds for our IFR release while a JetBlue A320 lands on the intersecting runway 30 and noisily crosses in front of us. We are cleared for an intersection departure on 25L A touch of power moves us past the hold-short line onto the runway. I line up and push the throttle forward. Some right rudder is needed to keep straight. I rotate at 63 knots, follow the FD cue on my PFD for the seven-degree nose-up pitch, and accelerate to 80 knots for our initial climb. With flaps up and trimmed out, our climb rate settles at more than 1,000 feet per minute. At 800 feet, I turn left to 200 degrees. Once on course, I engage the GFC 700 autopilot with Heading mode Continued on Page 14

1968 BEECH BARON D55 3033 TT SMOH, 1678 SMOH Eng#1, 779 SMOH Eng#2, MX-20 MFD, KCS55A HSI, Apollo M3GPSApproach, STBY Att Gyro, Sigtronics I/c (4 Pl) .............................$74,500

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

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July 2014

Pilot Report: Diamondstar Continued from Page 13 selected and 3,000 feet as our target altitude. By now, moisture is streaming back over the canopy. We plunge into the mist, and the ground below disappears. I monitor the PFD with the autopilot, maintaining our attitude as we climb through the cloud deck. The MFD map display confirms that we are tracking toward the coast. At 2,000 feet, I get an audible warning that we have 1,000 feet to go to our target altitude. By 2,300 feet, the clouds thin. Then we are speeding through the tops of the maritime cloud layer and emerge on top into brilliant sunshine. A minute later, we cancel IFR and start checking for traffic, as we are heading into the busy Long Beach practice area. The Traffic Information System (TIS) uses radar returns from the radars, which blanket the LA Basin and we have three or four targets displayed in our map view on the MFD with one actually holding at PADDR in front of us. The traffic is also displayed on my PFD with the correct orientation, either below, above or at our level, giving a good cue where I need to look to spot the bogies. I scan the sky to confirm the traffic and am struck once more with the amazing visibility from the cockpit with the extensive transparencies. At the same time, I am aware of the extra headroom and elbowroom in the revised cockpit. No banging my headset on the roof or side-window in the DA 40XLS! The synthetic vision (SVT) also depicts, in addition to the aerial traffic, the rocky coastline of Catalina, hidden under the cloud deck in front of us. I select PATHWAY on my PFD soft key to display a line of rectangular boxes tracing our path out to sea to PADDR intersection. As we reach 3,000 feet, we intercept the line of rectangles; however, due to the density of traffic ahead, we curtail our leg outbound and reverse course back to the coast, climb to 4,000 feet, and I reacquaint myself with the DA 40’s handling in medium and steep turns. Then I slow for a stall series with and without power, which confirms the innocuous behavior I remember from earlier DA-40s. Behavior clean and with flap is fairly innocuous. Full aft stick results in the DA-40XLS just sitting there with the nose bobbling up and down. Stalling in the turn under power in other aircraft can sometimes be dramatic. This is not so in the DA40XLS. In turning flight with the stick full aft and stall warning blaring, we are now into buffet, in turning flight and still under complete control. No problems. Handling with the short stick is a pleasure. The ailerons and elevators use rods and the rudder uses cables. Control

inputs and the resulting maneuvers are smooth and precise. By this time, we are heading north to the coastline on the mainland where the rapidly thinning cloud has broken to reveal the slate-gray Pacific now visible below us. Stewart points out the long horizon line and flight vector on the PFD, which help with SA during maneuvers. I embark upon a series of medium and steep turns from cruising speed. The G1000 certainly helps in maintaining the correct attitude. I realize that I’m really having fun flying this aircraft as I reverse from a right to a left bank, keeping altitude locked on 3,000 feet. Then, as I am pulling into a steep left turn, Stewart looks across the cockpit past me and says, “Let me have it for a minute; you might want to look down there.” I relinquish the stick and turn my head to the left, looking down to the surface of the Pacific. Down below the left wingtip as we turn is the streamlined shape of a blue whale, eastbound at three knots. On cue, the whale spouts, and a cloud of vapor drifts back over the whale. It’s a majestic and impressive sight. I muse that maybe the FAA should consider testing for “turns around a whale” rather than the more prosaic turns around a point for us California-based pilots... before I return to my pursuit of perfection in the steep turn. It’s time for the speed run to see how fast we can go. I set up 75 percent power, and we accelerate to 150 knots without fuss. It’s an impressive number for any fixed gear four-seater. Then I look at the latest capabilities of the avionics. We have an impressive list of capabilities with satellite data link, WAAS, TAWS-B for terrain avoidance, and the TIS traffic capability. To try out the system, I push the NRST soft key on the PFD, which identifies the nearest airport as Torrance Zamperini Field (KTOA). While the radios automatically switch to TOA frequency, the synthetic vision on the PFD displays the rugged coastline, marks and identifies the airfield as TOA on the perspective view on the PFD, and more importantly, shows that there is a hill (Palos Verdes Hill at 1,500 feet) in between us and the airport (we have TERRAIN selected on the MFD and PFD for extra insurance). As I head toward the hill, now clearly visible out of the canopy, we near the coast and the terrain on the PFD. The MFD goes yellow as our vertical clearance decreases. I angle in toward the hill only to see the display turn red, and I get an audible terrain, pullup audio warning as we close with the rising ground. This is enough to convince me that the system works, and I Continued on Page 16

July 2014

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July 2014

Pilot Report: Diamondstar

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Continued from Page 14 pull round out to sea again. We head eastbound over the Pacific, for a look at the approach capability of the system. Rather than the usual ILS approach into Long Beach, we choose to sample the WAAS capability of the system and select the RNAV (GPS) Zulu approach for Runway 30. Stewart brings up the Approach chart on the MFD so that I can review the approach and set the minimums on my PFD. SOCAL clears us for the RNAV (GPS) for Runway 30 at Long Beach, and we are vectored over waypoint DRIFY, heading 120 degrees and down to 2,400 feet while we input the procedure for the approach. We will do this all on autopilot. I input the 290 feet minimums for the LPV mode of this WAAS approach. The system will effectively generate localizer and glide slope inputs, which replicate the usual ILS signals. We head for the Initial Approach Fix at ALBAS. With APPROACH mode selected, the autopilot turns us at ALBAS, heading north east, in over the coast near Huntington Beach, finally turning us at OYSUP to the final approach course of 301 degrees M, with LPV mode presented on the HSI. Once established on the localizer, we switch from SOCAL to the Tower on 119.4, and I set up speed at 80 knots and approach flap configuration. The glide slope becomes active and automatically directs us into a descent. I reduce power. We are at 1,600 feet at the FAF of GUNEY, and we come down to the DA of 290 feet (and we get an audible warning“minimum altitude”) while I monitor the approach. Synthetic vision gives a perspective view of the runway and even identifies the runway, in this case RW 30. At minimum, I disconnect the autopilot and land. It’s all commendably simple and accurate. After landing, SAFETAXI is

Specifications of the Diamond DA-40XLS Engine: Lycoming IO-360-M1A With Power flow Tuned Exhaust 180HP at SL Propeller: 3 blade constant speed composite MT Fuel: 50 gallons Seats: 4 Weights: Max takeoff weight 2,645 pounds Useful load: 860 pounds Baggage: 100 pounds Dimensions: Span: 39 feet, 6 inches Length: 26 feet, 5 inches Height: 6 feet, 6 inches Cabin width: 45.5 inches

Performance Cruise speed: at 75 percent power: 150 knots at 10 gph Range: at 75 percent power (45 minutes reserves) 720 nm Max speed: (KTAS) 157 knots Best rate of climb: at SL 1120 fpm Service ceiling: 16,400 feet Takeoff ground roll: 1,175 feet Landing ground roll: 1,155 feet Landing over 50-foot obstacle: 2,093 feet useful again. I am grateful for the depicted plan view of the field on the MFD as we are directed by ground control through a maze of taxiways. We hold momentarily for traffic before we can cross 25L again. Then we are finally cleared back to the ramp to shut down. I’m impressed. Diamond has coupled good performance with a safe, rugged aircraft with avionics that are comparable to that found on a bizjet. And it’s undeniably fun to fly.

AOPA PRESIDENT MARK BAKER URGES CONGRESS TO MAINTAIN AIRPORT SUPPORT

W W W . B A J A P I R AT E S O F L A PA Z . C O M 5 6 2 - 5 2 2 - 310 0

General aviation airports rely on federal money, making it vitally important that Congress maintain Airport Improvement Program (AIP) funding at least at current levels, Aircraft Owners and Pilots Association (AOPA) President Mark Baker told a U.S. House of Representatives Aviation Subcommittee on June 18. “America’s airports are the true backbone of aviation, and without a robust airport network, aviation cannot grow,” Baker told the panel. “General

aviation airports rely on AIP funds to execute a wide range of maintenance, expansion, and improvement projects that address safety, capacity, and environmental concerns. The need for such projects is high.” Community airports rely on a variety of funding sources, including revenue generated from airport services and rental fees, community funding, and sometimes, state support. Continued on Page 18

July 2014

Contrails

www.inflightusa.com

by Steve Weaver

OH, THE PLACES YOU’LL GO hen most pilots consider the hours they have logged in the air, the time usually remains just hours to them. The recorded flights are remembered as a cross-country, as an instrument flight, or as the hour spent learning recovery from unusual attitudes. But as time aloft accumulates, it can also be viewed using other measurements. By the time a student pilot has qualified for his or her private license, he or she has gained a bit of experience and is ready to begin learning to fly the airplane on instruments. He or she has probably spent about a week apart from the surface of the earth. That would be a total of seven 24hour days spent hanging suspended above the earth or 168 hours total. Later, at the 500-hour milestone, our pilot has been missing from the earth for more than two and a half weeks, and on the day he or she logs his or her 1,000th hour, he will have spent a total of more than 41 24-hour days some place other than on the planet where he or she was born. Those of us who have flown most of our lives as a profession, rack up a prodigious amount of hours in the air, and the high timers among us have lived aloft literally for years. As does any endeavor that requires humans to live in an alien environment, spending large blocks of time airborne requires planning for the physiological needs that occur for all of us, such as eating, sleeping and yes, going to the bathroom. Of the three primary needs mentioned, two can be fudged a bit. All of us have flown when hungry enough to eat a hobby horse, and most have been in the air when so fatigued we needed to hold our eyes open with our fingers. But going to the bathroom as we all know, is something with finite limits. I can remember numerous “high pressure” situations in the years I was spending huge amounts of time in the sky, and most of them ended well with a heartfelt sigh of gratitude in some FBO’s restroom. But a few didn’t. One occasion was more embarrassing than critical, and it occurred during a sales trip while I was working as a Demonstration Pilot for Cessna. On this day, we were doing a demo business trip in a new 414 with a small company’s CEO and his wife. The plan du jour was for Ernie, my fellow Zone demo pilot to fly the trip while I remained back in the cabin with the customers to answer any questions and to sell the advantages of business travel, “private and pressurized.”

We had departed Atlanta in air as smooth as glass, made only smoother by Ernie’s touch on the controls. Fifteen minutes into the flight, I was pouring coffee for our customers to demonstrate the crème de la crème of business aircraft ownership; having what you want when you want it. As the hot liquid from the refreshment center splashed into the cups I’d placed on the folding executive tables, it suddenly hit me – I. Had. To. Pee. Oh no, I thought, this can’t be true. We had just left Atlanta and we have two and a half hours to go before I can go. This was not like me; I normally had range equal to the range of whatever I was flying but not this time. Well, I thought, this is obviously my mind playing games with me, and I can defeat it. I will think positive thoughts and take positive and complete control of the bladder that is trying to ruin my demo. I renewed my conversation with my customers at a desperate pace that must have seemed to them as if a giant vacuum cleaner was sucking up the details of their life. We spoke of their business and of their history, and I shared everything that

I could recall about my life that had nothing to do with my bladder. I directed a stream of consciousness like a fire hose at my ever more wary looking customers, which was designed more to take my mind off my ever-stretching bladder than to make sense. Thirty minutes later, I was defeated. I had to go. I confessed to my customers the nature of my problem, and they looked somewhat relieved to find that my erratic behavior had a physical and not a mental explanation. The 414 was equipped with a potty in the very rear of the cabin, and the little privacy available was in the form of a simple curtain, which could be slid across the end of the cabin. Because of the thin curtain in place, I elected to use the relief tube rather than the potty, which was basically a bucket with a plastic bag in it, hidden under a flip-up seat. The relief tube was just that, a funnel with a tube leading to the outside that relied on the higher cabin pressure to move the liquid to the outside when a lever on the funnel was depressed. I had used them many times when flying alone or with other pilots but never with customers in

the airplane, and the noise that the tube made had never registered with me. Relieving oneself in the air is no different than the earthbound process in that once started, it is difficult, if not impossible to stop, and this time was no exception. But to my horror, once I started, the relief tube sounded like a foursome of teenagers getting the last of their milkshake from the bottom of their cups. It sucked like outer space, and the atmosphere was not on the outside of the airplane. The noise of the liquid being spewed out of the aircraft seemed to me to blank out even the sound of the engines. I briefly considered removing the aft bulkhead and spending the remaining flight in the tail cone, but eventually I returned red faced to my equally embarrassed customers to complete the ill- fated flight. Without question though, my most outstanding moment in dealing with airContinued on Page 19

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In Flight USA Celebrating 30 Years

GAMA Respondsimplements the ARC’s recommendations.

Continued from Page 11 partnered in 2011 to form the Part 23 Aviation Rulemaking Committee (ARC), a group of 150 government and industry experts who spent 18 months studying how to more efficiently and effectively introduce new safety technology into new and existing small general aviation airplanes. GAMA’s Greg Bowles co-chaired this effort. Congress and industry are now actively working to ensure the FAA

Last year, the U.S. House of Representatives and the U.S. Senate swiftly and unanimously passed the Small Airplane Revitalization Act, which requires the FAA to implement the ARC’s recommendations by Dec. 2015. President Obama signed the bill into law last Nov. Both the House and Senate Appropriations Committees have recently endorsed language focused on ensuring the FAA meets

July 2014

the Dec. 2015 deadline. In addition, GAMA co-chaired a committee to improve the Airman Certification Standards – the tests pilots are required to take to fly an airplane–to ensure that the questions pilots are asked more accurately reflect real-life scenarios they could confront in the cockpit. As Mr. Frank reports, the NTSB has cited pilot error in 86 percent of fatal general aviation accidents. This committee has

sought to bring about a new and more straightforward approach to pilot training and will help ensure that future generations of pilots are well equipped to respond to challenges in the sky. As general aviation manufacturers, our top priority everyday is to ensure the safety of pilots and passengers, and we are making great strides in doing so. An honest analysis of all the facts would have made this clear to Mr. Frank’s readers.

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Continued from Page 16 Funding for the federal Airport Improvement Program (AIP) comes from the FAA’s Airport and Airway Trust Fund, which receives revenues from a series of excise taxes paid by users of the national airspace system, including taxes on aviation fuels. The Trust Fund was designed to finance investments in the airport and airway system “Without federal funding, many small airports could not perform necessary maintenance projects to ensure runway safety, provide airport lighting, or offer essential facilities like hangars and aircraft tie downs,” Baker said. According to a recent FAA report to Congress, airport infrastructure needs far exceed available funding. From 2013 through 2017, the FAA estimates that airports will require some $42.5 billion to meet all AIP-eligible infrastructure development demands. That’s significantly more than the roughly $3.35 billion annual allotment. In addition, the availability of nonprimary entitlement funds depends on maintaining at least $3.2 billion in annual AIP funding. Non-primary entitlement funds are available to many general aviation airports and non-primary commercial service airports that show a demonstrated need for airfield development. General aviation airports that qualify are eligible to receive up to $150,000, making the entitlement a significant funding source for many small airports. The hearing was convened by Aviation Subcommittee Chairman Frank LoBiondo (R-New Jersey), who is also a member of the House General Aviation Caucus, to consider how anticipated growth in air traffic will affect the physical infrastructure of the nation’s airports and to look at sources for financing infrastructure needs. In addition to Baker, the subcommittee heard from representatives of the FAA, the Government Accountability Office, the American Association of Airport Executives, Airlines for America, and Airports Council International.

July 2014

Contrails

Continued from Page 17 borne potty breaks came during a flight from western Iowa back to West Virginia in a just purchased P35 Bonanza. The airplane was equipped with tip tanks, and I knew I could easily make the trip nonstop. I fueled, pre-flighted and bought a cold Coke for intake on this very warm day and in order to extend my own range, I found an empty Coke bottle for output. I was ready to leave when a minor mechanical problem delayed me for two hours or so. Finally airborne and level at 9,000 feet, I remembered the Coke and took several swallows of the now warm beverage. About an hour later, I needed a bathroom break, and I carefully and successfully used the empty Coke bottle while the autopilot flew the airplane.

Cover Story: Kitfox

S-LSA Aircraft 1 of 2 currently in Boise operating in a Kitfox Specific flight school (Stick and Rudder Aviation) specializing in Tail Wheel, Mountain/ Canyon flying and of course Kitfox transition training. (Kitfox Aircraft LLC) Continued from Page 4 equipped with the new Rotax 912Si Sport (fuel injected), fuel flows can be as low as 4 gph at cruse and only 3.5 gph in a loiter mode. Flight endurance can easily exceed seven hours. The normally aspirated service ceiling reaches 16,000 ft. while the turbo version will climb to 24,000 ft. This is hardly “low and slow!” A huge cargo compartment coupled with a 150 lb. capacity and 750 lb. useful load challenges many planes considered to be four-place machines. Earlier this spring, factory demonstrators traveled from Idaho, to Florida, to Alaska, to the southwest and home again with only the change in the tire pressured needed to land on river sand bars. Congratulations Kitfox, you have done well in a tough market, with no end in sight. Welcome to the cover of In Flight USA.

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It was a beautiful summer day with almost unlimited visibility with just a few puffy cumulus clouds a few thousand feet below me. The airplane was running perfectly, the autopilot was doing a stellar job of flying in the smooth air, and I was left to my idle thoughts. Ever watchful for traffic and with eyes on the horizon, I reached for my Coke, unscrewed the cap and took long and thoughtful drink.

I’ve read that urine is sterile and that in an emergency one can stay alive by drinking it, and I’ve even watched it being done on survival shows. All of this flashed through my mind as I tried not to spit what was left in my mouth on the instrument panel. I was able to get the remainder back in the bottle and after finding the real Coke I used it to flush my mouth. For five minutes, I just sat and

concentrated on not throwing up. I like to think that I continue to learn as a pilot, and it gives me a good feeling to return from a flight knowing something that I didn’t know before. This certainly counts as one of those flights, and to this day, I never drink anything out of a bottle without looking at it first.

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JUST AIRCRAFT, LLC

AN INTERVIEW

July 2014

WITH

BOB LEUTEN

By Michael J. Scully f there is one word to describe Bob Leuten, it is achiever. Bob Leuten is not a man who has ever been satisfied just waiting for good things to come his way. Bob Leuten gets it done. A native of Cleveland, Ohio, Bob was a scholarship swimmer at Bowling Green State University where he made the record books more than once. After earning a business degree and completing the ROTC program, Bob was commissioned as an Army 2nd Lieutenant in 1965. Already having reached the highest status in HAM radio, the army applied Bobâ&#x20AC;&#x2122;s talents in the Signal Corps, both domestically and in Vietnam. Three years later, Bob left the army as a Captain but not before earning an Army Commendation Medal and a Bronze Star for meritorious service. Bob was many â&#x20AC;&#x153;firstsâ&#x20AC;? in his family. He was the first Leuten to pursue HAM radio, the first to pursue competitive athletics, and the first to pursue aviation. Bobâ&#x20AC;&#x2122;s natural curiosity nudged him into aviation after overhearing a conversation in the Officersâ&#x20AC;&#x2122; Club in Fort Sill, Okla. He made his way down to the Red Leg Flying Club that same day. He thought he was addressing a fear of flight, but once in the air, he realized he had a love of flight, so Bob Leuten did what he does naturally. He continued to build upon his achievements. In 1966, after logging 47 hours and spending $412, Bob earned his private pilotâ&#x20AC;&#x2122;s license. After his army service, Bob started his career in insurance and took advantage of the GI Bill to attain additional flight training. Under the bill, Bob earned his instrument rating license, commercial license, CFI, and ATP certificates. Looking to blend his business vocation with his flying avocation, Bob found a professional opportunity through an interview with USAIG, a large multinational aviation insurance carrier. The interview was in Chicago, but the job opportunity was in San Francisco. The young Bob Leuten accepted a job offer from USAIG in San Francisco. He sent his car, shipped his motorcycle and meager belongings, and flew himself west in his Citabria. Bob landed at San Carlos Airport in April of 1974 where he continues to hangar his current plane, a Super Decathlon. During Bobâ&#x20AC;&#x2122;s 11-and-ahalf year stint with USAIG, he instructed aggressively in his spare time, sometimes

Bob Leuten posing with his Super Decathalon at San Carlos Airport where he has been hangaring his aircraft since 1974. teaching his insurance clients in their newly purchased aircrafts. He spent 22 more years working for a local insurance brokerage as their aviation specialist. He enjoyed working with a wide variety of clients, including corporate and charter operators, crop dusters, airport managers, and of course private pilots. Like many pilots, Bob sees the dwindling pilot population as one of GAâ&#x20AC;&#x2122;s most significant hurdles. He believes itâ&#x20AC;&#x2122;s imperative that we attract more young prospects to aviation. Bob lights up with hope though, when he speaks of promising up-and-comers like his teenage student, Michael Mainiero, who recently earned his private pilotâ&#x20AC;&#x2122;s license. Bob Leuten has done more than his share with young people too. He has racked up more than 500 Young Eagle flights. Bob finds great satisfaction in teaching others and in particular, making pilots safer. However, reminiscing over his 48 years of flying and nine owned aircraft, his fondest memories are his seven trips from California to Oshkosh. One might expect Bob to hang it up. No way! Bob Leuten is as active and goal oriented as he ever was. Bob is still a competitive swimmer for the San Mateo Masters and is currently ranked Number 8 in the nation for the Menâ&#x20AC;&#x2122;s 100-meter backstroke. He currently swims four days per week. In aviation, he is looking forward to reaching his 50-year flying anniversary in two short years. At that time, he should qualify for the FAAâ&#x20AC;&#x2122;s Wright Brothers Award. In addition to many vocational and avocational achievements, Bob is a successful family man. He has been married to his wife, Sally, for 38 years, is the father of two sons, and keeps busy with his four grandchildren. Perhaps a better word to describe Bob Leuten would be inspiring.

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ichael Combs earned a sixth aviation world record in his Hope One Remos GX lightsport aircraft after completing a coast-tocoast flight on Saturday, June 7, as part of his Flight for Human Spirit project. If Combsâ&#x20AC;&#x2122; flight is verified by the National Aeronautic Association and ultimately the Federation Aeronautique Internationale, it would establish a new point-to-point transcontinental speed record for this class of aircraft. Between April 2010 and September 2012, Combs flew for the Flight for Human Spirit project through all 50 states and British Columbia, Canada. He departed Ontario International Airport in California at 5:27 a.m. on June 5 and landed at Charleston, South Carolina, 34 hours, 1 minute later. Flight for the Human Spiritâ&#x20AC;&#x2122;s mission is to spread the message that it is never, ever too late to follow your dreams. This was Combsâ&#x20AC;&#x2122; third attempt at the transcontinental record. The flightâ&#x20AC;&#x2122;s final leg was the most emotionally charged for Combs, the Remos team, and fans due to weather. However, it cleared in time for Combs, who was accompanied by his son, Daniel Routh, to make his landing in

Michael Combs and his son Daniel Routh celebrate in Charleston, South Carolina, after unofficially setting a point-to-point transcontinental world record. (Courtesy of Flight for the Human Spirit) Charleston. â&#x20AC;&#x153;There are some landings that are more significant than others, and that one in Charleston will always be a fond part of my life,â&#x20AC;? Combs said. The mission has inspired aviation enthusiasts to want to learn to fly or return to flying, according to comments the team received during the coast-tocoast flight. â&#x20AC;&#x153;It's humbling to think of how many people we reach from these flights,â&#x20AC;? Combs stated. â&#x20AC;&#x153;We average more than 100,000 hits [to our website] each day of flight and are overwhelmed by the support of those who believe in the value of what we are doing.â&#x20AC;?

GAMA THANKS U.S. SENATE SUPPORTING GA INITIATIVES IN FUNDING BILL The U.S. Senate Appropriations Committee recently passed the Fiscal Year (FY) 2015 Transportation, Housing and Urban Development (THUD) funding bill, which would provide support for improving the certification process for new aircraft products and technologies and advance the transition to an unleaded aviation fuel for piston aircraft. The report accompanying the bill requires the FAA to report to Congress on its work to implement Section 312 of the FAA Modernization and Reform Act of 2012, which focuses on aircraft certification process review and reform. The FAA must also inform Congress on its efforts to boost workforce and training programs

for FAA certification inspectors, engineers, and specialists. Furthermore, the bill presses the agency to move forward on meeting the rulemaking deadline established in the Small Airplane Revitalization Act. The House bill included similar provisions. In addition, the Committee voted to approve $6 millionâ&#x20AC;&#x201C;which is above President Obamaâ&#x20AC;&#x2122;s $5.7 million requestâ&#x20AC;&#x201C;for the transition from the 100 octane low-lead gas that fuels pistonengine aircraft currently to a future unleaded aviation gas. The money would be used to evaluate viable alternative fuels and to eventually develop and Continued on Page 25

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In Flight USA Celebrating 30 Years

July 2014

WOUNDED WARRIOR BATTLES LIFE, CAREER, AND COMPETITION

Senior Master Sgt. Mike Sanders (left) and Maj. Scott Bullis (right) raise their hands as they cross the finish line.

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It was stage IV. He had known about the cancer, but until his trip to the emergency room that day in 2007, he hadn’t been told how far it had spread throughout his body. The doctor then shared with the master sergeant that his chances of survival over the next five years were at 55 percent, and if he was willing to fight, the cancer might not be the death sentence he imagined. Right then and there, Mike Sanders was scheduled for an extensive surgery to remove a growth from his neck to halt the cancer. During the operation, a tumor the size of a racquetball was taken out, along with parts of his epiglottis, right and left pharyngeal wall, a neck muscle, and more than 40 lymph nodes. Adding to the traumatic experience, Sanders later underwent two rounds of chemotherapy and 33 radiation treatments in an attempt to beat the disease. It caused massive strain, not only on his body but also his spirits. It was only through his faith in God and his desire to be around to see his four-year-old daughter grow up that he was able to muster the strength to continue in his battle to survive, he said. Nearly seven years after his diagnosis, Sanders has since retired from the Air Force and is currently training as an alternate competitor for the 2014 Warrior Games. Over time, he has gained back much of his athletic prowess and strives toward an active lifestyle, despite the limitations caused by his cancer. These are the precious years he hard-

ly dared to hope for when the cancer wracked his body and ate away at him bit by bit. “I’d come home from chemo or radiation … I’d throw my guts up in the toilet, and I couldn’t move,” Sanders said. “I crawled like a little baby and I’d be like, ‘I can’t do this anymore,’ you know? I was ready to die. I’d said my piece. I was ready. I just couldn’t deal with it anymore.” “My wife would curl up with me and she would just sit there while I cried and she’d be okay crying with me, but it’s my little girl that would always come in…” Sanders lapsed into silence as the memory evidently took a toll. After muttering an apology, he paused and took a deep breath before continuing. “She’d stroke my head and she’d say, ‘daddy, it’s going to be okay.’” Thinking of his daughter, Sanders summoned his courage and spoke to the one person he knew could help him move forward. He began to pray. “Lord, I don’t want to die yet. I need to see my little girl get married. I want to walk her down the aisle and give her to a Godly man, please!” And while he was in prayer, Sanders decided it couldn’t hurt to also ask for an item from his bucket list. “Lord, I’ve never seen the Northern Lights, maybe some day?” Treatment progressed and in 2008, Sanders was given word that his body was cancer free. Recovery has been a slow process as the chemo and radiation caused collateral damage, which he continues to live with to this day. Looking at Sanders, he is athletic, positive and enerContinued on Page 25

July 2014

www.inflightusa.com

Wounded Warrior

Continued from Page 24 getic. His side effects are not readily apparent. “My injuries are internal, so many look at me and think I am fine,” he said. “Little do they know about my sleeping habits, my choking on food and my own saliva, the neuropathy that weakens my muscles in my arms, neck, toes … my teeth and jaw deterioration from the radiation, my fatigue from a ‘fried’ thyroid, and so on.” Unwilling to let his illness stop him, Sanders continued his service in the Air Force. By 2009, he made senior master sergeant and was pleasantly surprised when he was given orders to Alaska, where he fulfilled his wish of seeing the Northern Lights. He also took that time to get back into running, the sport he has loved for more than 30 years, since he first started racing track at age 16. He exercised this talent during the first years of the Warrior Games, a Paralympic-style event with athletes competing from each branch of the military. “When I heard about the Warrior Games in 2010, I immediately put in my application to see if I would be accepted,” he said. “We didn’t know if I would even be looked at, but the word on the street was that you didn’t have to have combatrelated injuries. Every Airman that had faced either being wounded, ill or injured, and was still recovering, could join this team.” During the multi-service sporting event, Sanders was awarded a bronze medal in the 1,500-meter run and won the recumbent cycle race. When he returned to the Warrior Games in 2012, he continued to showcase his competitive streak and won the silver in the recumbent competition and a bronze medal in the 1,500meter run.

“I hope I’m giving the young guns a little run for their money,” he said. “It’s been a great transition for me. At Scott Air Force Base in 2009, they voted me athlete of the year, and I was pretty excited about that. It showed the Air Force that I’m back. And in 2010, to come out and try to compete and do well –– it’s rewarding to see how it continues to progress because you never know what’s going to be thrown at you.” Through the Air Force Wounded Warrior program, at the age of 51, Sanders took part in the first Air Force Trials event, through which athletes were selected to contend in this year’s Warrior and Invictus Games. After the competition, he was awarded an alternate slot. He is hoping he may still get a chance to participate, but as a veteran of the event, he said what is most important is to make sure those who have not experienced the Warrior Games get their chance. “It really helps with the healing process in so many ways –– encouragement, stress reduction, knowing you are still cared for and about, and being loved are only a few things that will be experienced,” he said about the games. “There’s a point when you go through something, that you don’t know if you’re going to come back, or you feel you’re going to be different and so you don’t try to be different anymore. You want to try to be as normal as possible. I think once you realize that you’re in your new normal, and you’re with people who are the same, it’s a big deal.” It is in this new normal that Sanders has begun to build his life. His chance of survival was nearly the same as a coin toss –– 50/50, and he is making the most out of his second chance. He is living out his prayer, watching his daughter grow up, while realizing the whole time just how precious each moment is.

GAMA Thanks U.S. Senate Continued from Page 22 deploy an unleaded aviation gasoline. The House bill funded this transition at the same level. “The Committee’s action shows the need for the FAA to make the certification process more efficient and more costeffective for general aviation manufacturers to speed equipage of safety-enhancing technology in the marketplace,” GAMA President and CEO Pete Bunce said. “It also demonstrates lawmakers’ commitment to working with the industry as we seek to put into use an unleaded avgas that will serve our customers’ safety needs, improve the environment, and minimize

economic impact.” He added, “We appreciate the support of all Committee members, especially the leadership of Chairwoman Barbara Mikulski (D-MD) and Ranking Member Richard Shelby (R-AL), and Transportation Subcommittee Chairwoman Patty Murray (D-WA) and Ranking Member Susan Collins (R-ME), in advancing these important priorities. With both House and Senate appropriators now voicing their strong support, we hope Congress will soon finalize this funding legislation to enable further progress on these critical safety and economic initiatives.”

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In Flight USA Celebrating 30 Years

July 2014

W h a t’ s U p ! ?

A VERY HEAVY HEART ONE MORE TIME Everyone has a hero... Mira Slovac was mine. I grew up always wishing that one day I would fly with him or at the very least, just meet him. If you don’t know who he was, maybe this will help, and thanks to the LA Times for this: Remembering Mira Slovak: Cold War defector, crop duster and daredevil pilot Mira Slovak, the youngest pilot with

Czechoslovakian Airlines, immigrated to the U.S. after hijacking a DC-3 and evading Russian MiGs to land at an American military base in West Germany in 1953. He became a crop duster, acrobatic pilot and national champion speedboat racer. He was planning one more flight from California to the Czech Republic in a vintage Bucker Jungmann biplane before he was diagnosed

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with stomach cancer last year. He passed away last week at the age of 84. My wish came true when I found myself sitting next to him at not one but many airshow briefings. I always seemed to step on my tongue when I tried to treat him as one of the family, but I couldn’t. He was my “superman” and everything else I wanted to be. My current total for losing heroes is two; first I lost Eddie and now Mira. My brother-in-law said I should look at the good side. At least I got to meet and work with my heroes! Rest in peace Mira!

Ten Years Ago I wrote: Insulin Is My Co-Pilot When I decided to write on this subject, I had planned on ending my column last month with this statement: “I hope you’ll stop by for what I feel will be the most important column I’ve every written.” The subject will be Aviation and Diabetes, and my wish is to change some lives after it’s read and maybe add a few more pilots to our roster. The truth is, it was lost during my final edit while I was caring for my diabetic Mother who was at the time, a day away from the cemetery. Don’t discount the power of prayer, she’s now home again and back better than ever, so, Mom, I’ll dedicate this column to you and look forward to many more years of your nagging. Heck, while I’m at it, I should mention that my stepmother is also a diabetic. My research has taken me so much further into this subject than planned for and the information gained has opened my eyes to the fact that Insulin-dependent folks are well ensconced among those of us in aviation. To that, I say, bravo! The more I looked, the more encouraging this avenue became. So I kept going down the road, and it was well worth it. Some of you may recall that a few years back, I talked about a love story that was born during one of the annual Aerobatic Safety Seminars. We shared with you the discovery that one of the attendees found that he could move from RC flying to the friendly cockpit of an aircraft with seats and an onboard pilot. That was about 200-plus flying hours ago for private pilot Fred, and now we offer you the next chapter. This time the name is Terry, and he’s a real Hummer. I mean he drives a real Hummer. The initial motivation for this column was meeting this now newly soloed student pilot and aiding him in his pursuit of the right “First Airplane.” One of our

Larry Shapiro first questions when interviewing prospective buyers is to ask whether they have a current medical certificate. His answer was a first also; he said he had two of them. It was at this time that I found he was an Air Traffic Controller from the Oakland Center, a facility that controls one tenth of the earth’s surface. (A little trivia for those of you that didn’t know that). Well, his answer, to say the least, provoked my next semi-intelligent comment, huh? He explained that he held a second-class certificate for his day job and a third-class certificate for flying. I know, I know, a little confusing, which is why you may send your questions to me, and I’ll forward them to Terry; he’s the man with the answers. I should mention that I thought I might be talking to the one guy out of many that was in this predicament, wrong! I was almost knocked off my non-skid hangar shoes when he shared with me that there might be as many as 500 Insulindependent pilots spending time with us in the now Insulin-friendly skies. So far, this might sound like, so what? Big Deal! Yeah, it is a big deal, and these special folks walk really close to a bed of hot coals getting and keeping these tickets. Gee, I wonder how many Insulindependent drivers we have out there helping us make commute traffic? A thumbnail sketch of the regimen they go through in the way of testing can be daily, weekly, and monthly right down to testing during flight. And talk about the honor system, you must report numbers that aren’t within the “ok” limits. If you get caught not being Abraham Lincoln, you’re back to flying elevators and answering phones at the FAA with, how may I direct your call? Here’s just a sample of what it can be like for those doing and those who might want to do it. You start with about three pages of medical requirements for a class three medical. For the class two, add seeing an endocrinologist every three months and an ophthalmologist every year. While performing his day job, Terry checks his blood glucose level three minutes before his shift and every two hours during his shift. Perhaps a little history on Terry might help those of you who are reading Continued on Page 32

July 2014

www.inflightusa.com

California Makes 50: All States Now Officially Recognize Value of GA ince 2010, leaders in 49 states across the country have issued proclamations formally recognizing the contributions from general aviation (GA), including business aviation, in their communities - and recently, lawmakers in California made that figure a perfect 50. California's two proclamations were issued by the California state Senate and state Assembly, both declaring April 23 as California Aviation Day. “With a total economic impact of $154.7 billion on the state of California, aviation provides 1.1 million jobs for the state's 246 public-use airports, 216 of which are general aviation,” stated the joint proclamations introduced by state Sen. Jean Fuller and Assemblyman Jim Patterson. “California's 30,008 FAA-registered aircraft represent 10 percent of the national total, and each year, 4 million tons of air cargo and 179 million passengers pass through the state's general and commercial-service airports.” As the Inflight USA readership is likely aware, business aviation is essential in contributing $150 billion to U.S. economic output, and employing more than 1.2 million people. In addition to helping companies remain nimble and competitive against increasingly global competition, business aviation also connects towns and cities, and provides life-saving humanitarian support in times of crisis. These contributions were also highlighted in a recent proclamation by South Dakota Gov. Dennis Daugaard naming June as General Aviation Appreciation month. This was the second proclamation in as many years by Gov. Daugaard in recognition of the 7,000 jobs, $800 million in revenues and more than $250 million in wages the industry provides throughout the Mount Rushmore state. Like most of the proclamations that preceded them, the California and South Dakota measures contain one or more tenets of the No Plane No Gain advocacy campaign, which was launched

in 2009 by NBAA and the General Aviation Manufacturers Association (GAMA). Since its founding five years ago, No Plane No Gain has educated lawmakers and other key stakeholders about the numerous contributions from our industry. Proclamations like these from California and South Dakota – and from community leaders and state officials across the country – are also imperative towards driving membership in GA Caucuses in the U.S. House of Representatives, and in the U.S. Senate. Congressional caucuses are informal groups of lawmakers who recognize the importance of particular causes or segments of the economy. Since their formation in 2009, the House and Senate GA Caucuses have worked diligently to highlight the industry's importance, and today these caucuses are among the largest and most active in Congress. Their support for our industry has proven essential as policymakers continue to face a legislative environment that could have repercussions our industry – and having these allies helps ensure that if onerous policies for business aviation are proposed, an informed debate takes place. Despite the many challenges facing the GA community, the industry nevertheless benefits from strong support from lawmakers in Congress, in state legislatures, and in local communities. NBAA and other organizations will continue working to win allies to the industry’s cause – but our efforts can only be most effective if people in the aviation community make their voices heard as well. I would like to invite all readers of Inflight USA to utilize valuable resources like those available on the No Plane No Gain website to help begin your own discussions about the industry’s importance with leaders in your community. As business aviation continues to face an uncertain economic and political climate, we simply cannot have too many voices highlighting the valuable contributions from our industry. Sincerely,

Ed Bolen President and CEO National Business Aviation Association

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In Flight USA Celebrating 30 Years

July 2014

WORLD WAR II WEEKEND 2014 By A. Kevin Grantham and Stan Piet eventy years ago, on June 6, 1944, the largest invasion in history took place when the Allied Forces landed on the shores of the French coastal town of Normandy. This monumental affair put an end to Adolf Hitler’s total domination of the European continent and eventually brought about the successful conclusion to war with Germany. The men and women who can still relate to what is was like to be part of the DDay invasion are rapidly passing on to a better world, and many wonder if future generations will remember the sacrifices that were made to rid the world of tyranny. No one can predict the future, but the members of the Mid-Atlantic Air Museum are determined to never forget as each year they stage an air show extravaganza affectionately known as World War II Weekend. The event was held at Spaatz Field (Reading Regional Airport) in Reading, Pennsylvania over the June 6-8, 2014 weekend under bright blue skies with white puffy clouds. The warbrids feature at the show included the Yankee Air Museum’s Boeing B-17G Yankee Lady, Douglas C-47, and their North American B-25 Yankee Warrior. Rounding out the medium-bomber force was Tom Duffy’s B-25 Takeoff Time, Delaware Aviation Museum’s B-25J Panchito, and MidAtlantic’s own B-25J Briefing Time. The Commemorative Air Force (CAF) also had their Consolidated LB-30/B-24A on station. This particular aircraft presented the public a rare opportunity to ride in an early model bomber. The fighters were also well represented with two D-model P-51s, courtesy of the CAF and Doug Mathews along with American Air Power Museum’s Republic P-47D Jacky’s Revenge. Greg Shelton flew his Eastern Aircraft FM-2 Wildcat to the show from Oklahoma and put on the most stunning aerobatic performance the audience had ever witnessed. Jim Beasley followed by parading his beautiful Supermarine Spitfire Mk. XVIII (Mk. 18) in front of the audience each day, and one spectator was overheard saying, “hearing the sound of the a Rolls-Royce Griffon powered Spitfire alone was worth the price of admission.” In addition, many liaison and training aircraft were seen on the airport grounds. Some of the most interesting of this lot were the Fairchild 24-R and Stinson 10 attractively decorated in Civil Air Patrol livery. When not flying, these aircraft provided a colorful backdrop for

Each day, the Parris Island Historical and Museum Society’s Living history Detachment live-fire their weapons and flamethrowers, which thrilled the crowd. Inset: They also recreated the famous flag raising on Iwo Jima. (Kevin Grantham) the Home Front’s Gulf filling station and Radio Station WRDG, manned by the Spirit Of The Airwave Players who presented live broadcasts of “scripts as they were originally done – with the actual sound effects that we used in the Golden Age of Radio.” Having a good sampling of vintage bombers, fighters, and trainers is an important ingredient in putting on a good airshow, but what really makes World War II Weekend so special are the people who come to Reading each year to support the show. This year, several hundred reenactors traveled at their own expense to help entertain and educate the casual spectator as to what it was like to live in the 1940s and be part of the biggest conflict in human history. Each day these historical interpreters, decked out in period uniforms, showed off their military hardware and periodically staged mock battles in a made-up French village that resides on the airport grounds. One of the crowd favorites was the Iwo Jima reenactment performed by the Parris Island Historical and Museum Society’s Living History Detachment. Their interpretation of the battle featured three flamethrowers that were live fired at hay bales, acting as enemy gun implements. The contagious atmosphere brewed up by all of this

Mid-Atlantic’s P-61 will be the only airworthy Black Widow in the world once its restoration is complete. (Kevin Grantham) activity has rubbed off on the paying pubNorthrop Aircraft, Inc. in August of 1944. It was sent to the Pacific in January of lic as many came to the show dressed in 1945, and eventually ended up in New 1940s-era costumes as well. Guinea. A couple of airman reportedly Much of the focus of the weekend’s took two nurses up for a joy ride in the activities was directed toward raising night fighter but ended up crashing it on funds for the Mid-Atlantic’s Northrop Pthe side of Mount Cyclops, which borders 61 Black Widow. There are only four Pthe Hollandia Airfield. Fortunately, no one 61s in existence today, and the museum’s was severely hurt in the accident, but the Black Widow will be the only airworthy majestic Widow would sit on the side of example in the world once its restoration that 7,000-foot mountain until 1991 when is completed. Mid-Atlantic’s P-61B-1NO (USAAF S/N 42-39445) was built by Continued on Page 57

July 2014

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Flying With Faber QUEENSTOWN, NEW ZEALAND – ONE OF THE MOST BEAUTIFUL PLACES IN THE WORLD Part One or the past 40-plus years, my life as a travel and culinary journalist has taken me to more than 100 countries and every state in the Union. One might assume that I have grown weary and jaded with travel – quite the contrary. Each time I board a plane, be it my own or one operated by a commercial carrier, a wave of excitement overcomes me. As I step off the plane for the first touch of the foreign soil, the excitement intensifies – just as if it were my first time away from home. It has been more than 30 years since my last visit to New Zealand. Although I have a love affair with many foreign and domestic destinations, I have always cradled a special yearning to return to these South Pacific islands. As soon as I stepped on the tarmac of Queenstown (the airport has no jet ways), I knew why. It seemed as if nothing had changed. Queenstown Airport (NZQN) was first opened in 1951. Primarily, it was a strip for DC-3s flying in from Auckland. At an altitude of 1,171 feet above sea level, the main strip, which today accommodates Airbus 320s, is only 5,800-feet long. Approaching aircraft must wait in line while the landed plane completes its back-taxi to the gate – there is no taxiway. Travel was so simple back then. Queenstown has retained some of that simplicity.

Stuart J. Faber and Aunt Bea

A Brief History and Geography Lesson New Zealand, similar in size to Great Britain or Japan, is populated by 4 million of the most friendly and contented folks I’ve ever encountered. Two main landmasses, the North Island and the South Island, are situated between the Pacific Ocean to the east and the Tasman Sea to the west. The North and South Islands are separated by the Cook Straits, a body of water, which, at its narrowest point, is about 15-feet wide. Approximately 900 miles to the west is Australia. Fiji is about 600 miles to the north. There are a number of small islands scattered about – approximately five are inhabited. The country, about 990 miles long from north to south, rests between the 29th and

Skyline Gondola 53rd latitudes. Queenstown virtually intersects the 45th parallel – it’s about the same distance from the South Pole as Portland, Ore. is from the North Pole. Since the country is south of the Equator, the seasons, of course, are reversed. During my visit this past June, Queenstown on the South Island was experiencing the dawning of winter. The temperature hovered around 30 degrees F. The South Island is divided lengthwise by the Southern Alps. Glacial movements and volcanic activity have deftly sculpted this topographical masterpiece. The highest peak is just less than 10,000 feet. Queenstown resides in one of the most picturesque valleys I have ever seen. A pair of mountain ranges embrace Lake Wakatipu and descend to its shores. Cuddling the waterfront is the charming city of Queenstown. Historians tell us that New Zealand was first settled in the 13th century by Polynesians. A group of Maoris followed. The celestial navigational skills of these two groups was uncanny. Their boats were built in sections. As the boat progressed, each section coincided with a constellation of stars. They appeared to navigate to this tiny spot in the ocean as simply as we employ a GPS. Around 1642, the Dutch, led by explorer Abel Tasman arrived. Of course, they warred with the locals, named a sea after Mr. Tasman, and then departed for a time. It was not until 100 years later

(Stuart J. Faber) that British explorer James Cook mapped most of the coastline. Cook opened the door to an armada of numerous European and North American whaling, sealing and trading ships. The territory became a British colony in 1841. In 1907, at the request of the New Zealand Parliament, King Edward VII proclaimed New Zealand a dominion within the British Empire. In 1947 the country adopted the Statute of Westminster, which gave New Zealand virtual legislative autonomy. Today, the country is a constitutional monarchy with a parliamentary democracy. The English Queen is the head of state and the country is governed by a Prime Minister. European descendants constitute about 70 percent of the population. About 15 percent are native Maori. The balance is composed of Asians and Pacific Islanders. The primary industry is tourism, agriculture ranks second.

A Memorable Flight Actually, my 30-year bond with this country was reawakened the moment I boarded the shiny new Air New Zealand B-777-300. I am impressed that New Zealand is such a kind nation. During this recent trip, I never encountered a mean or hostile person. I include as part of my experience, my arrival at the Air New Zealand ticket counter at LAX where I was about to embark on a journey with a

The Premiere Business Class on Air New Zealand flights offer travelers a comfortable and luxurious experience complete with a full length bed. (Courtesy Air New Zealand) group of travel journalists and other travel professionals. Unlike the grumpy, officious domestic ticket agents with whom we have all become accustomed, every member of the Air New Zealand staff, from check-in throughout the flight and at baggage retrieval, was friendly and helpful. This New Zealand temperament pervaded throughout my trip. The outbound flight was scheduled for a 9:45 departure. At the stroke of 9:45, the plane gently pushed back. The same punctuality was experienced with the return flight. In both directions, my baggage beat me to the carousel. The Premiere Business Class of this Boeing 777-300 was as luxurious as many five-star hotel rooms. The seats are configured in a herringbone design, which comfortably isolates each passenger. The only structure between seats is a cocoon-like partition. At my request, the attendant transformed my seat into a fulllength bed. I slept like a baby for 10 hours on each of the12-hour nonstop transPacific flights. Air New Zealand is one of the best airlines I have ever flown.

Queenstown-A Mecca of Outdoor Adventure Nestled at the foot of the Remarkables Mountain Range on the shores of the magnificent Lake Wakatipu, Continued on Page 31

In Flight USA Celebrating 30 Years

July 2014

A BRIEF ANALYSIS OF TAKEOFF SAFETY CONCERNING DECISION MAKING OF GO/NO GO By Ehsan Mirzaee

are required to take into consideration more variables in a shorter period of time. They should deal with speed, altitude, pitch corrections, comply with ATC instructions, and at the same, time monitor all other systems and instruments to know if they are working properly. On the other hand, takeoff is the second most dangerous phase of flight. During the takeoff roll, as the speed of the

ntroduction: Do more planes crash on takeoffs or landings? This is a challenging question for some people and an easy, clear one for others. According to official statistics, landing phase of a flight is the most dangerous phase, noticing the number of incidents and accidents occurred during this phase. In this final phase of flight, pilots

aircraft is increasing, the pilot is supposed to decide more quickly and react more precisely in case of an emergency. In this essay, I want to talk about the importance of decision making by pilots during takeoff run in case of an abnormal situation; whether to continue takeoff or to reject it and to discuss the standards according to which pilots must decide GO/NO GO.

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Takeoff rejections or a pilot’s decision-making ability to go or not to go during an abnormal situation arising in takeoff run is one of the areas of concern in the safety of takeoff. Pilots may perform highspeed rejects unnecessarily or may not perform the rejected takeoff procedure properly. The airlines, manufacturers, and other related agencies have been working together to improve takeoff safety. According to National Transport Safety Board (NTSB) investigation report, runway overruns following highspeed rejected takeoffs (RTOs) have resulted and continued to result in airplane accidents and incidents. In a more detailed discussion, Boeing analysis shows that about half of the overrun accidents and incidents resulted from a rejected takeoff initiated after V1. As you know, V1 is the fundamental speed during takeoff roll according to which we must decide whether to take off or to abort takeoff and stop the aircraft (GO/NO GO decision). If a pilot rejects the takeoff before reaching V1, he or she will be able to stop the aircraft to the end of the runway, but if the pilot delays his or her decision for just two seconds, he or she will not be able to stop the aircraft until the end of the runway. Now, let’s take a look at how this V1 speed is calculated by manufacturers at first. During certification test of the aircraft, they measure takeoff performance over a wide range of thrust-to-weight ratio and environmental conditions. They continue takeoff for several times, following an abnormal situation like engine fire, and the test pilot is required to maintain directional control and smoothly rotate to a target body attitude. On the other hand, they also test accelerated stop test by maximum braking at V1, bringing the thrust levers to idle and raising the speed brakes at about one second later. The test pilots don’t use thrust reverse in testing, so there will be an added choice for airline pilots in such a situation. Because the airline pilots do not know when and if the reject will occur, an additional two seconds distance is added. This two seconds gives the airline pilot additional time to get the aircraft to fullstop configuration. After this flight test, engineers analyze the data. Then they produce easy-to-use operational charts and tables according to that data for pilots. Now that we know V1 and the importance of that in takeoff safety, let’s take a closer look on how speed relates to reasons of rejecting takeoff. Continued on Page 33

July 2014

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Flying With Faber

Downtown Queenstown. (Stuart J. Faber) Continued from Page 29 Queenstown is a bustling Alpine village with a confluence of a laid-back ambiance and an energetic cadence. Everyone seems to be heading somewhere for a good time. Originally a 1860s gold mining camp, Queenstown today is the jumping-off point for world-class skiing, helicopter flights, boating, mountain biking, hiking and a host of other outdoor adventurous activities. A city of four seasons, climates range from hot, dry summers (December to February) to magical snow-covered winters (June to August). After a brief stopover in Auckland, we changed planes. An hour after takeoff, we commenced a descent. The pilot threaded the aircraft through the valley below the tops of the parallel snowcapped mountain ranges and over the deep blue lake for a spectacular visual approach to the airport. Passengers tugged at their seatbelts for a glimpse of this scenic overture to this gorgeous region. One had to look above the plane to see the mountaintops. We retrieved our luggage and hit the ground running. Actually, we didn’t spend much time on the ground. After checking in to the classy Sofitel Hotel, we boarded a Skyline Gondola for a graceful ascension up the mountainside. At the peak, we assembled for a late lunch at the Skyline Restaurant while we took in the views of the 220-degree panorama of the city, Coronet Peak, The Remarkables Mountains, the city and Lake Wakatipu. The balance of the afternoon was devoted to recovering from the trans-

The beatiful Lake Wakatipu. (Stuart J. Faber)

Pacific flight, roaming around town, shopping in Queenstown’s cosmopolitan shops and preparing for a sumptuous dinner. The family-owned shops feature local products ranging from high fashion garments to a variety of sporting gear. You can purchase anything from a pair of clunky hiking boots to fine jewelry. I preferred to ramble along the streets, gaze at the harbor, people-watch and accustom myself to looking in the proper direction for vehicles driving on what Americans consider the “wrong side of the street.” Located in the Sofitel Hotel, Jervois Steak House, (queenstown.jervoissteakhouse.co.nz) was the launching pad for what was to be a series of some of the best cuisine I have ever experienced! Chef Simon Gault traveled the United States to learn the art of steak preparation. Obviously, he was an A-plus student. New Zealand is a leader in lamb and beef production, and Simon combed the country for the best. His signature prime rib is remarkable. The grain-fed Black Angus rib steak has been dry aged, then patiently roasted and seared. The result: a luscious, tender steak with unparalleled flavor. Sides included mac and cheese and what our group voted as the world’s best mashed potatoes. Our reluctance to share the spuds almost erupted in a food fight with missiles of potatoes – spud missiles.

The jet boats were waiting at the Dart River rapids. (Stuart J. Faber) undaunted. We enjoyed breathtaking scenery as the boat accelerated through braided, glacier-fed rivers. Highly informative guides talked about the area’s history and Maori legends. We walked amongst ancient beech forests unchanged for 80 million years and viewed the scenic backgrounds for many Hobbit and Lord of the Rings movie scenes. Visit www.dartriver.co.nz/wilderness-jet for more information.

around a few balls while the rest of us hiked and marveled at the scenery below. We were actually looking down about 2,000 feet along the flight path that our A320 had flown below the peaks the day before. Choppy’s helicopter service is called “Over the Top” and can be reached at www.flynz.co.nz. Reluctantly, we left the mountaintop. But we were about to experience another unique interlude. Choppy headed down the canyon toward Walter Peak High Country Farm – a compound consisting of a sheep ranch, meeting spaces, team building and a dining venue that serves farm-fresh cuisine. We sauntered toward a buffet, which featured tempting selections of fresh fish, chicken, beef and lamb. We feasted on vegetarian dishes, grilled fish, juicy steaks, lamb chops, pork ribs and chicken legs. After lunch we observed a lamb being sheared of his winter coat. Then, we gleefully watched sheep dogs rounding up a herd. We explored the farmyard and frolicked with llamas, Scottish bulls and deer. Visit www.realjourneys.co.nz.

“Choppy” made a beautiful landing on the mountain helipad. (Stuart J. Faber)

The little church in in the tiny village of Glenorchy. (Stuart J. Faber) Plans had been arranged for our small group to explore the region with the use of several types of conveyances. The next morning, we launched on a 30-minute van ride through some of the most spectacular countryside I’ve ever seen. We drove past mountain vistas along the deep blue waters of Lake Wakatipu to the tiny village of Glenorchy. We paused for a few moments to take pictures of a church, which was about half the size of a one-room schoolhouse. We proceeded to the headquarters of the Dart River Jet Boat operation where we were outfitted with rain jackets and locally made wool hats and gloves. We hopped on the jet boats and proceeded up the Dart River rapids where it seemed no boat could travel. But our jet boat, which could execute 360-degree turns over two inches of water, was

At the end of the ride, I encountered one of the most memorable people I’ve ever met. Moments after the jet boat pulled to shore, we discerned the sound of two helicopters. We looked up and observed two Eurocopter EC 130B4s overhead. After an impeccable landing on the beachfront, out of one of the ships stepped Louisa Patterson – a vibrant, charismatic woman who I was soon to learn could fly just about anything. (She later told me that she was about to head to England to fly a WWII Spitfire). Appropriately, everyone calls her “Choppy.” Our group was divided between the two choppers. Moments later, we were flying over this magnificent country – this time, almost scraping the mountain slopes. We headed back toward Queenstown. Suddenly, Choppy hovered over a mountaintop, which, from the air, appeared bereft of any reasonable landing pad. Choppy, as relaxed as if she were reclining on a sofa, seamlessly, almost imperceptibly, positioned the bird on the sloping mountaintop. We hopped out and walked a few yards to a bright green putting range. The golf enthusiasts knocked

The Millhouse at Millbrook Resort. (Stuart J. Faber) For a change of scenery, we transferred from a city dwelling to a country estate. Set on 500 acres, just a few miles from Queenstown, Millbrook Resort (www.millbrook.co.nz) is a gentrified five-star gem. Artfully scattered throughout the acreage are 175 luxurious guestrooms, a 27-hole championship golf course, a day spa, health and fitness center and conference facilities for groups of almost any size. The spacious, tastefully appointed rooms were illuminated by the morning sunrise through large windows that opened to balconies where I could gaze at the stunning views that surrounded the resort. I felt as if I were a guest at the home of a gentleman farmer. The environs presented just the right blend of being sophisticated and archaic. I have barely scratched the surface of all of the events in which I participated during my visit to this paradise. In a Part Two of my Queenstown adventure, I will chronicle my adventures of bungee jumping, visits to wineries, back country jeep safaris, gold mining and cuisine the likes I have rarely experienced.

In Flight USA Celebrating 30 Years

What’s Up Continued from Page 26 this and saying wow! I can really do this! Well, at least I want to try. It was on his 30th birthday when Terry found he was the proud owner of Type I Diabetes. He was the first Insulindependent diabetic to work in the Western Pacific Region and the second in the country. Now others may be hired if they follow the right protocol. Of course there is more specific data and technical information available for those of you who are interested. It’s way above my head, and my hope was to light the way for those readers who want to explore this avenue further. I do have other official documents in my office if any of you would like to see them. Terry has graciously offered to communicate with you privately on any personal questions you might have. I’d like to end this segment by telling you that I lost a grandmother, a brother, and as I mentioned above, someday soon, probably my mother to this disease. If these few words help to open some doors for you, then we’ve succeeded, and I can allow myself to feel that my grandmother and brother lit the way for me to explore this avenue even further with and for you. By the way, my Mother is now 93 and still sends me to my room.

On a personal note, I’d like to thank you for your time and attention and invite you to please feel free to forward your questions, email address or phone numbers to me and I’ll be pleased to pass them on to Terry.

July 2014

fence that ends with, “Yes, but then you were a tourist.” Jobs are called jobs because that is what they are. Jobs mean work, and that’s why hobbies aren’t called jobs. So many of the non-flying community see aviation as a hobby and don’t get the fact that it’s a 24/7 commitment. Well, ours is.

The View Across The Fence

On Final

Since we’ve looked at the view from above, how about a view from just across the fence? You know the fence I’m talking about, the one that separates that grass that is always greener. Most of us know that that is really not the case. Once again, it’s that darn perspective. On a daily basis, I meet folks that want to trade jobs with me. They truly believe that there is some romantic aura working in aviation. These are not guys that are digging ditches everyday in the hot sun; these are educated professionals who have great paying air conditioned jobs and careers, yet they want to walk away from their cubicles and join those of us who struggle daily to make ends meet just to say they’re in the Aviation Business. Phrases such as “I hate my job!” are common during these exchanges. I wonder if they hear that word, “job?” I wish I had time and space to share my story on loving the grass on the other side of the

Most important, it’s July... Food, noise other than airplanes, picnics, BBQs, Flags, and my annual reminder that fireworks are suppose to be viewed from below, not from above. There are always those who want to be wrong, so they jump in whatever starts and try to get above the fireworks, only to discover that it’s very hard to actually see and enjoy them, and it’s only a matter of time before one of those knuckleheads gets shot down by a “woop-de-doo-wiz-bangsuper-duper-whatcha-call it! In the spirit of helping those homeland security dudes and honoring the 4th of July, here are few security words: Terrorist question of the day: What non-verbal physical message can you communicate to the Tower or other ground personnel that your airplane is being Hijacked? Email me for the answer or ask a CFI.

PS. Next month I’ll be sharing with you about my latest encounter with the Custom Folks at Brown Field. Plus, the stupidest crash I’ve seen in the last 50 years down in Mexico ... stay tuned. Until next time... That’s Thirty! “Over”

About the writer: Larry Shapiro is an aircraft broker, aviation humorist and fulltime grandfather of three He’d love to have you share your thoughts and ideas for future articles. Palo Alto Airport Office: 650-424-1801 or Larry@LarryShapiro.com

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Takeoff Safety Continued from Page 30 For example, at low speeds, it is logical to reject takeoff due to system failures, unusual noise or vibration, tire failure, abnormally slow acceleration, engine failure or fire, unsafe takeoff configuration warning or the perception that the airplane is unable to fly. We must always remember that if we have not applied brakes before V1, we have decided to takeoff. According to statistics, engine failure is the first reason for takeoff rejection. After that, comes wheel or tire problems, problem with configuration, indication and light, crew coordination, and bird strikes. Although engine failure was the first reason, about 76 percent of the rejected takeoffs were due to non-engine related problems, and the aircraft had sufficient power and thrust to take off. So why did the pilots prefer to reject? For example, tire failure has become a matter of concern. Some pilots think of tire failure as a factor threatening the flying ability, and as a result, do an unnecessary reject. In some cases, the tire failure may cause its pieces to be thrown against the aft body or flaps, but it is usually not

going to affect the ability of aircraft to fly. Boeing recommends, “Unless a tire failure in the high-speed regime has produced damage that puts the ability of the airplane to fly in serious doubt, the takeoff should be continued.” Both GO or NO GO decisions have their own complex events. For example, in one real accident report, the pilot decides to reject takeoff after V1. In that accident, the first officer was doing the takeoff, and he confirmed that in case of an emergency during takeoff, the captain would make the decision to reject, and the first officer would do it. After 1.5 seconds after V1, on call out of 156KTS, engine number four-fire warning came on. In the cockpit, the first officer mentioned that he noticed the movement of the captain’s hand toward the throttle and thought he should reject takeoff and did it, but the captain did not make any call out to reject. The airplane couldn’t be stopped during the paved available runway and finally came to stop out of the runway. The aircraft was damaged substantially and the fact was that there was not a fire. Takeoff reject after V1 and lack of crew coordination were the probable caus-

es of this accident. There are also a few points that are better to be taken into consideration before a safe takeoff. For example, to calculate the last minute changes in the weight of the aircraft, runway condition, wind, and runway length. When you are instructed to taxi the aircraft into the runway, it is better to position the aircraft as near to the end of runway as possible. Don’t delay setting takeoff thrust. The sooner you set it, the more runway you will have if you need to stop your aircraft. Although takeoff reject after V1 is at the full authority of the captain, as mentioned before, Boeing recommends that the takeoff shouldn’t be rejected unless there is a serious doubt about the ability of the airplane to fly. It is normally best continue takeoff and deal with the problem in the air. There are advantages of GO decision over NO GO decision during a takeoff roll abnormal situation: 1. Gross weight reduction of the aircraft and the chance of burning fuel––onboard while in the air. 2. The crew is more prepared for the emergency, and the pilot has a better directional control over the aircraft.

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In Flight USA Celebrating 30 Years

July 2014

EAA AirVenture OshKosh Preview

July 28 – August 3

USAF THUNDERBIRDS HIGHLIGHT EAA AIRVENTURE AIRSHOWS ON AUGUST 1-3 The Thunderbirds will make their first-ever full airshow performance at AirVenture Oshkosh 2014. The schedule is now set for the historic first-ever full show by the U.S. Air Force Thunderbirds at EAA AirVenture Oshkosh with performances set for Friday through Sunday, Aug. 1-3. Those performances are part of the daily afternoon airshows at Oshkosh on each of those days. The Thunderbirds will perform what they describe as a “practice show” – basically, a full dress rehearsal for the weekend – at 5 p.m. on Friday, August 1. This comes at the end of the regular afternoon airshow, which features the full World War II warbird extravaganza, and prior to the return of the Old Glory Honor Flight from Washington, D.C. that is part of AirVenture’s annual “Salute to Veterans” activities. On Saturday, Aug. 2, the Thunderbirds will again fly at 5 p.m. as the final performers in the afternoon airshow, which once again features World War II

First time team’s full show flying at Oshkosh. (U.S. Air Force photo/Staff Sgt. Richard Rose Jr.)

LARGE CESSNAS 2 OSHKOSH GROUP The ninth annual Cessnas 2 Oshkosh (C2O) group arrival at EAA AirVenture Oshkosh this year has 56 aircraft registered, including as many as 19 model177 Cardinals – with many of them retracting gear models. Jerry Olson, Cardinal owner, has been leading the effort to get model 177s involved in C2O this year. “Nineteen Cardinals may not sound like a lot, but considering there are less than 3,000 left flying worldwide, that is a fairly significant number,” he said. In fact, in this year’s C2O, Cardinals are outnumbering each of the other types registered for the flight, including 172s (43,000 built), 182s (over 24,000 built), and 210s (over 9,000 built).

The Cessna Cardinal had a 10-year production run that ended in 1978 and was slated to replace the venerable 172. It features a cantilever wing with a laminar flow airfoil, better visibility, and upgraded interior among other features. They were produced in four versions: the 177, powered by a 150-hp engine; the 177A, upgraded with a 180hp engine; the 177B, adding a constant speed prop, and new airfoil; and the 177RG (retractable gear) sporting a 200hp Lycoming O-360. Flight leader, Rodney Swanson, says this will be one of the bigger years for the group flight, which stages out of Juneau Municipal Airport, a short hop from

TO INCLUDE UP TO Wittman Regional Airport. For Swanson and the other participants, the planes bring them to AirVenture every year, but it’s all about the people. “It’s a very close-knit group,” he said. “We’ve watched each others’ children grow a year older every year at Oshkosh, and that’s pretty neat.” They’re slated to arrive in Oshkosh beginning at 2:30 p.m. Saturday, July 26. Sunday will be the large C2O barbecue dinner in the North 40 where 130 people are expected. Other events during the week include the Cessna Pilots Association barbecue Wednesday, July 30, and daily breakfast in the C2O parking area in the North 40. If you have a

START AIRVENTURE VETERANS DAY As a part of EAA AirVenture’s Salute to Veteran’s, on Friday, Aug. 1, EAA will host a free breakfast to all veterans to kick off the day’s festivities. Reserved for veterans only, the breakfast will begin at 8 a.m. in the Partner Resource Center, located on Waukau Avenue just west of the intersection at

aircraft and full pyrotechnics. The aerial excitement on that day will continue in the evening with the second of the two night airshows during AirVenture week. The Thunderbirds will wrap up their inaugural Oshkosh performances at 3 p.m. on Sunday, Aug. 3, as the closing act in AirVenture’s final-day air show. The Thunderbirds had originally placed EAA AirVenture on their 2014 schedule last December. Several months were needed to finalize the many logistics items necessary to fly in the unique environment at Wittman Regional Airport during Oshkosh. Special flightline and crowd restrictions will be in place for the Thunderbirds performances each of the three days. The Thunderbirds’ aircraft will be based at the Wittman Regional Airport terminal ramp throughout the weekend, but team members will be participating in various forums and programs during their stay in Oshkosh.

Knapp Street Road. Space is limited for the free breakfast and reservations are required through www.eaa.org Other Salute to Veterans Day activities include Yellow Ribbon Honor Flight II for 100 Vietnam veterans to Washington, D.C. sponsored by Old Glory Honor Flight and American

WITH

19 CARDINALS

A Cessna 177RG Cardinal leads the way to the Cessnas 2 Oshkosh area in the North 40 at EAA AirVenture Oshkosh 2012. (Craig Vander Kolk/EAA) question about the group flight, email info@cessnas2oshkosh.com

FREE BREAKFAST

Airlines; the veteran’s parade at midday from Warbird Alley to the Plaza; the Warbirds Extravaganza airshow followed by the U.S. Air Force Thunderbirds Oshkosh performance debut; concert by rockin’ swing band, Big Bad Voodoo Daddy, presented by Disabled American Veterans and EAA Warbirds of America;

capped with an evening program at Theater in the Woods featuring Thunderbirds pilots past and present. EAA airshows are presented by Rockwell Collins.

July 2014

www.inflightusa.com

EAA AirVenture OshKosh Preview

BREEZY ACTIVITIES ANNOUNCED A number of activities to celebrate the Breezy’s 50th Anniversary have been confirmed as builders, pilots, and enthusiasts of the iconic open-air homebuilt make plans to gather at EAA AirVenture Oshkosh, July 28-Aug. 3. The first Breezy – the RLU-1 built by Charley Roloff, Bob Liposky, and Carl Unger in 1964 – made its first appearance at the Rockford EAA Fly-In Convention in 1965 and is now displayed in the EAA AirVenture Museum. Carl, who passed away last September, provided thousands of free Breezy rides over the years and was always a fixture at the EAA Fly-In Convention. Today hundreds of Breezys in various configurations are flying

throughout the world, and aircraft plans are still available from Carl’s son, Rob. The AirVenture activities kick off with the Breezy arrival at Wittman Regional Airport on Sunday, July 27. Pilots arriving in any homebuilt will receive the 2014 “ I Flew My Homebuilt” patch depicting the Breezy when they register at Homebuilders Headquarters. Here are the other scheduled activities throughout the rest of the week. Tuesday, July 29 – A special ceremony will be held at the Brown Arch to dedicate a brick honoring Carl Unger and the Breezy. Wednesday, July 30 – The Breezy will be the featured airplane in a

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July 28 – August 3

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Homebuilts in Review program, 10-11 a.m. at the Homebuilders Hangar. Then during the airshow, watch the flightline for the Breezy missing man formation flight and flyby. Thursday, July 31 – A group photo is scheduled at the EAA AirVenture Museum’s Breezy display at 10 a.m. During that evening’s annual Homebuilders Dinner at 6 p.m. in the Nature Center, the first Carl Unger Award of Excellence will be presented. Tickets to the Hombuilders Dinner will be available at Homebuilders Headquarters during the week. Saturday, Aug. 2 – The Breezy will again be the featured airplane in a

Rob Unger sits in the passenger seat of his late father’s Breezy RLU-1, which is on display in the EAA AirVenture Museum. (Charlie Becker) Homebuilts in Review program, 10-11 a.m., at the Homebuilders Hangar.

MO’VENTURE: UNIQUE MOJAVE EXPERIMENTALS FLYING Catbird. Ol’ Blue. Wasabi Siren. Tango2. If those aircraft nicknames sound familiar, they probably should; they’re among a group of homebuilts that have emerged from the fertile experimental hotbed of Mojave, Calif., and they are among a group of aircraft that are assembling to fly to Oshkosh together for EAA AirVenture Oshkosh 2014. EAA received word last month that six airplanes are confirmed to arrive together on Monday, July 28, and several other wellknown airplanes might be added. Here are the airplanes slated to participate thus far: • Burt Rutan’s Catbird, flown by Zach Reeder, EAA 777411. From Zach: “That cat has stock 74 gallons we added 4 x 34 gallon tanks to bring it up to around 200 gallons useable. “The Catbird was designed by Burt Rutan in the early 1980s to compete in the CAFE 400 race, which it subsequently won. Mike Melvill and Dick Rutan both set 2,000 kilometer closed course world speed records in the airplane before it was gutted down to a fiberglass shell and was hung from the rafters at Scaled Composites in 1994. “There it waited like Excalibur until Burt’s retirement in April 2011. Burt gave Zach Reeder and Jim Reed the liberty to use the airplane if first they could rebuild it and fly it to AirVenture for that year’s “Tribute to Burt Rutan.” The rebuild and flight test was completed in about twoand-a-half months, and Zach and Jim have been flying the airplane ever since. “In April of this year, they completed the long range fuel tanks that allowed Zach to set a new 5,000 kilometer closed

The Rutan Catbird joins several other unique airplanes from Mojave in Oshkosh this year. (Jim Koepnick/courtesy EAA) course speed record at 211mph. The catbird will do the nonstop Mo-Venture flight with only one of the four auxiliary fuel tanks but has made the nonstop trip to Oshkosh several times with only the stock fuel capacity.” • Aircraft: Glasair II-S FT, N6940P, Engine: Lycoming IO-3690B1E, 180 HP, Dual LSE Plasma III ignition, Prop: 72-inch Hartzell constant speed, Fuel Capacity: 69 gallons (as built) plus 15-gallon temporary transfer tank in baggage area, Range (no reserve): 1,460nm at 165 KTAS (7.8 gph, 10,500 feet MSL); 1,844 nm at 155 KTAS (5.8 gph, 15,500 feet MSL), Estimate for MHV to OSH: under 10 hours no wind. The transfer tank provides comfortable 2-

hour reserve. First flight: January 2011 Aircraft time: 600 hours as of July 2014, MGTW: 2,200 pounds • From Doug: My wife, Gail, and I made a four-week trip throughout the Caribbean in the Glasair with several other EAA members in their E-AB aircraft in April 2013, culminating in a visit to the Amazon River just south of the equator in Brazil. We travel extensively in the Glasair for business and recreation. The airplane is a great sport plane but was built for travel!” • Tango 2, fast experimental flown by Justin Gillen, EAA Lifetime 1017487. From Justin: “I’ll be taking the Tango 2, N131RG, 160hp Lycoming, constant speed WhirlWind prop. Standard fuel is

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58 gallons (I didn’t opt for the extra long range tank option), but I’ll be running an extra 15 gallons in a cabin auxiliary tank for a 73-gallon total. Longest endurance performed is seven hours, so MoVenture will expand that by three. Proposed specs for the trip are 160 ktas at 15,500 feet and 5.8 gph. I just think flight test is the most interesting part of aviation, and building the Tango Time Machine has allowed me to personally enter the field and helped inspire ideas for future test programs.” • Wasabi Siren, a one-of-a-kind Formula One Racer flown by Elliot Seguin. From Elliot: “The Wasabi Siren was designed, built, and tested in Mojave for racing and record setting by Jenn Whaley and me. We race the airplane in the formula class at Reno, which requires a relatively stock 0-200, 66 square feet of wing area, and a minimum empty weight of 500 lbs. This will be the airplane’s Oshkosh debut. “It’s hard to imagine something cooler than taking the airplane you built to the home of homebuilding, but doing it non-stop, on the old route from RAF to Fisk, with such a cool group of experimenters as these...oh, be still my heart! We really look forward to the adventure!” • Ol’ Blue, flown by Dustin Riggs – the Long EZ Dick Rutan flew around the world in 1997 (along with Mike Melvill in his Long-EZ). • Glasair II-S FT (fixed trike), flown by Doug Dodson, EAA 392878. • Long-EZ, flown by Ben Harvey Visit the EAA website (eaa.org) for more information, including some wellknown potential additions to this exclu-

In Flight USA Celebrating 30 Years

July 2014

EAA AirVenture OshKosh Preview

SEVEN LOCKHEED 12S CONFIRMED It’s always great to see a freshly polished Lockheed Model 12 Electra Junior on the flightline at EAA AirVenture Oshkosh, and some years you’ll be lucky to see two. But this year, visitors to the World’s Greatest Aviation Celebration could see seven of the iconic golden age executive transport airplanes parked together in the Vintage area, and there’s a chance as many as eight or nine could show up. “That could set some sort of modern day record for the number of Lockheed 12s together at one time,” says one of plane’s owners trying to make it happen. “In 2007, we were able to gather three L-12s in one place on the West Coast,” said Les Whittlesey of Coto de Caza, Calif. Whittlesey is the proud owner of NC18906, SN 1277 – an airplane manufactured in 1939 that won a Gold Lindy in 2006. The airplane was also featured in the August 2007 EAA Vintage Airplane magazine.

“But we could never get more than three together at a time,” he said. “The last time there were this many together was probably at the factory.” Worldwide there are about two dozen surviving Lockheed 12s out of the 126 built in the late 1930s and early 1940s, so being able to assemble this many at one time is quite an achievement. First owner of Whittlesey’s airplane was EL Cord, who used to own Stinson, Lycoming, and the Cord Automobile Company. The airplane served in the lend-lease program with the British out of Hendon, England in World War II. He acquired the airplane in 2002 and after a three-year restoration, won the Lindy, the Paul E. Garber Trophy at Reno in 2006, and the 2007 Sun ‘n Fun Antique Grand Champion. The other Lockheed 12s planning to be in Oshkosh this year include: David Marco from Atlantic Beach,

U.S. CUSTOMS The United States Customs and Border Protection will bring three aircraft to EAA AirVenture Oshkosh 2014, including a helicopter and two fixedwing airplanes. The CBP is one of the world’s largest law enforcement organizations and has the mission of keeping terrorists and their weapons out of the U.S. while facilitating lawful international travel and trade. CBP display aircraft include an AS350 AStar helicopter, Cessna Citation

DATES SET Online registration is now available for the Third Annual EAA College Social that, along with the Second Annual EAA Job Fair, will provide event attendees opportunities in College Park to leave AirVenture with more than a souvenir. Both events are included in AirVenture admission. More than 20 aviation companies, airlines, and colleges will be represented at the EAA Job Fair in College Park on Wednesday, July 30, from 12-3 p.m., which will include resume reviews from

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AND

Joe Shepherd’s Lockheed 12, N2072. (Courtesy of Joe Shepherd and EAA) Champion-Classic at the 2007 AAA/APM Fly-In, Blakesburg, Iowa. Three other confirmed attendees are Patrick Donovan of Seattle, Wash., with his N14999, SN 1252; Uwanna Perras of Morrisville, Vt., with N2633, SN 1281, built in 1940; and John O’Keefe’s 1940 Lockheed N25628, SN 1286, coming from Winthrop, Wash.

AIRCRAFT SET

CBP’s Citation parked outside the Federal Pavilion. The Bombardier DHC-8 will be on display on the EAA Plaza and is a fixedwing, medium-range, multi-role patrol aircraft equipped with multimode radar and electro-optical sensors, which can detect and monitor maritime and surface targets. Eric Rembold, director of the Northern Region Office of Air and Marine, said, “CBP is honored to once again be part of this year’s convention.

AIRVENTURE JOB FAIR

members of The 99’s. Many employers actively recruit during AirVenture, so business cards and a resume are highly encouraged. No registration is required. On Friday, Aug. 1, from 5:30-7:30 p.m., meet with 30 aviation companies and schools to learn about career paths and educational opportunities at the EAA College Social. Held in the College Park QUAD area, located on the west side of the park, the social is a great way for students to research and connect with uni-

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Fla., owns NC18097, SN 1270, which was built in 1938 and won the 2012 Antique Gold Lindy. Phillips Petroleum Company first owned the airplane where it served as a corporate aircraft for a couple of decades. • Peter Ramm plans to fly in from St. Catharines, Ontario, Canada, with his CF-LKD, SN 1222, built in 1937. First owner was Varney Transport, which became Continental Airlines and this airplane was one of its first airliners. The Canadian military used it during WWII, after which was sold to Texaco and then to Noble Corporation, where it remained through 1966 until it was acquired by C.W. Darden III for $15,000. Ramm became the owner in 2007. • Joe Shepherd of Fayetteville, Ga., owns N2072, SN 1208, that was built it 1936 and won the 2007 Antique Outstanding Transport award. Shepherd acquired the airplane in 1988. Along with the 2007 EAA award, it was Grand

AND BORDER PROTECTION TO ATTEND AIRVENTURE

550, and Bombardier DHC-8. The helicopter is a short-range, turbine-powered aircraft used by CBP’s Office of Air and Marine to perform aerial patrol and surveillance missions. The AStar will be on display inside the Federal Pavilion. The Cessna Citation 550 is a medium-range, fixed-wing, weather tactical jet used to intercept and track airborne drug smugglers, and to enforce airspace security over critical venues like presidential inaugurations. Look for the

July 28 – August 3

(Photo by U.S. Customs and Border Protection, courtesy EAA) It’s always a privilege when we are able to get out and meet our fellow aviators in the general aviation community as well as aviation enthusiasts.”

COLLEGE SOCIAL

versities and trade schools. Register online for the event at www.eaa.org College Park is located across from the ATC Tower and is on the corner of Waukau Avenue and Knapp Street. The park was created in 2013 to serve as a dedicated area for education and innovation and for colleges, universities, and employers to meet with prospective employees and students. In 2013, the EAA Job Fair drew 1,200 people and the College Social brought in more than 400 people.

Brian Quade of the University of Dubuque speaks with Connie, Leigh, and Hunter Brian Haveneur during the first College Park Job Fair in 2013. (Julie Wagner/courtesy EAA)

Have an event coming up? Submit it for publication in the In Flight USA Events Calendar online at inflightusa.com

www.inflightusa.com

July 2014

Homebuilder’s Workshop

SUN-N-FUN – ALMOST inging in a choir is a team effort, and when you’re on a team, you honor that commitment. As our Savannah church choir was singing the stunningly beautiful Faure Requiem on the Sunday when Sun-n-Fun closed, rehearsal with orchestra on Saturday, and regular rehearsals on Wednesday night, it would have taken a miracle to get down to Lakeland and back while meeting choir obligations. That miracle almost occurred but getting the Cessna out of annual inspection required extra coordination, and I wasn’t night current to do a down-and-back in one day. Even if I had been night current, an early departure for a two-and-a-half-hour flight down, being on my feet all day, and then a takeoff around 7 p.m. for the flight back is well beyond my safety zone. Not to mention that the night current CFI friend had to back out at the last minute. Meanwhile, back on the home front, the RV-8 had cracks in the front spar that needed repair according to the service bulletin. Having owned RVs before, I was generally familiar with what it took to take the tail off. Even so, it was a whole bunch of bolts to loosen, and I frequently wondered how I could possibly, in years past, have thought that fighting nuts and bolts and stripped screw heads was a satisfying endeavor. At the same time, a friend helped me get the RV-8 ready for annual condition inspection. He was a non-airplane guy but a careful columnist. There was still one screw that resisted all reasonable efforts to come out, and one bolt that the two of us wasted at least two hours on, both singly and in combination. Another friend, an aircraft inspector at the company where I work, came by to help. Working by himself, he had both the screw and the bolt out in four minutes. Experience counts… So now the RV-8 is in a whole bunch of pieces, waiting for the horizontal stabilizer front spar to get doublers. We needed to reassemble the whole shebang and proceed with the annual. Hint to airplane builders – terminal blocks on the electrical system are a great idea. They’re an even better idea when the fittings crimped to the wires can fit through the grommets, so you don’t have to cut the fittings off to disassemble the plane. Yes, I had to cut the crimp fittings off to disassemble the

tail. No, I didn’t build the airplane. Yes, I’ll pretty much have to put it back the same way. Ed I don’t know Wischmeyer that this RV-8 spent a lot of time in stall buffet, but RV-8s have an interesting characteristic at high angles of attack. The main landing gear attaches to the fuselage, just aft of and under the leading edge of the wing. On some RV-8s, especially those with nonfactory landing gear, the landing gear can cause vigorous buffeting of the horizontal tail at high angles of attack. Did this contribute to the spar cracking? Doubtful, but who knows? In any case, the spar doublers are plenty stout. The RV-8 shares a T-hangar with a beautiful Clip Wing Cub in the hangar next to where the Cessna reside. The good news is that the RV-8 fits into its corner of the hangar much more easily without all those tail feathers on it. The bad news is that without the vertical fin to guide the plane in, putting the plane in requires two people, but the good news is that the RV-8, with the tail off, fits far enough back that it doesn’t have to be moved for the Cub to get in and out of it. Even though the Savannah airport has all of the TSC-mandated security stuff to make sure that we peons don’t hassle the airliners more than a mile away on the other side of the airport, there is a little bit of community that happens. The owner of the twin directly across from me also has a Lancair IV turbine that was “pro-built” by a shop in Florida and was “almost ready to fly.” All it needed was for the bondo to be taken off, over a half inch thick in some places on the fuselage, and for the bottom wing skins to be removed to fix numerous fuel leaks, and flap bellcranks that were installed in the wrong location. Warning to the unwary––there is no regulation of “pro-builders” at all. Some are good, and some… Down the way is a former Navy test pilot that I work with sometimes, and around the corner is a former F-22 test pilot who goes to the same church, and with whom I sometimes work. Needless to say, they have better stories to tell than I do. But they don’t have an RV-8 to fly.

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In Flight USA Celebrating 30 Years

From Skies to Stars

July 2014

By Ed Downs

APERTURE ENVY ne can just see the wrinkled brows, wondering what is meant by the title of this month’s Skies to Stars. Taking telescopic cross countries’ to the residents of our solar system, the stars and planets of our Milky Way galaxy and the wonders of distant galaxies all require one common factor, the ability to collect light. In the world of reflector-based telescopes, meaning that a mirror gathers light before being concentrated into a viewing device (eyepiece or digital), the bigger the light gathering mirror, the better. This is referred to as the “aperture” of the scope in question. This amateur astronomer uses a reflector with a 12-inch aperture; consider being at the bottom end of large aperture amateur viewing. It is not uncommon to see amateurs using apertures of over 24 inches, ones reserved for professionals only. Yes, I envy them! For years, the 200 inch (5 meter) telescope located on Mount Palomar, near San Diego, Calif., was the big dude in town but no longer. As computer and reflecting mirror technology have

SEE

advanced, even larger aperture telescopes are now provided data formally thought to be beyond the ability of earth-based telescopes. The following announcements will give readers some insights as to what is to come of astronomy and astrophysics in the near future as the very talented Canadian astronomy community continues to contribute to major scientific discoveries. This writer has been to both of the Hawaii-based locations mentioned in the following announcements and remembers well the need to acclimate to the nearly 10,000 ft. elevations of these observatories. By the way, if visiting either Haleakala on the island of Maui or Mauna Kea on the big island of Hawaii, be sure to dress for winter. It is cold at hose altitudes, even in Hawaii!

The Next-Generation Telescope Mirror Assembly Unveiled in Canada The Thirty Meter Telescope (TMT) project unveiled a polished mirror assembly – a key piece of astronomy's next-

US AT SITES

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generation telescope at the 2014 annual meeting of the Canadian Astronomical Society (CASCA) on June 9 at the Hotel Chateau Laurier, in Quebec City, Canada. The assembly is a demonstration model of just one of the 492 mirror segments that will ultimately comprise TMT's giant 30-meter primary mirror. TMT is a revolutionary telescope slated to begin operations in Hawaii in the 2020s. “We are delighted that the first presentation of these sophisticated mirror assemblies happened right here at CASCA 2014,” said Laura Ferrarese, CASCA president. “For the past decade, the Thirty Meter Telescope has been the top priority for the Canadian astronomical community, and we have worked tirelessly with our international partners to design this marvel of engineering. The science TMT will deliver will be transformative for astronomy, in Canada and worldwide.” The polished mirror assembly displayed at CASCA, though a prototype, has nearly all of the features of a production version. The hexagonal 1.44-meter diameter mirror is just one of the 492

IN THE

Thirty Meter Telescope (artist’s rendering) (Thirty Meter Telescope Project) similar mirrors that will make up a total aperture of 300 meters. The glass has “zero expansion” properties, meaning it retains its precise figure irrespective of changes in temperature. Within the 300meter support assembly, 21 actuators can fine-tune the mirror's shape for optimal telescope performance. “Given the extensive involvement by Canadian scientists and engineers in the technology development of TMT, it is fitting to offer the world a first look at a polished mirror assembly – the application of all that hard Continued on Page 39

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July 2014

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FREEFLIGHT SYSTEMS TESTIFIES ON NEXTGEN EQUIPAGE MANDATE BEFORE U.S. HOUSE SMALL BUSINESS COMMITTEE Tim Taylor, President and CEO of FreeFlight Systems, Inc., testified before the U.S. House Small Business Committee at a hearing to examine the FAA’s mandate to equip general aviation aircraft with Automatic Dependent Surveillance-broadcast (ADS-B) out capability for NextGen by 2020. Taylor testified on behalf of the General Aviation Manufacturers Association (GAMA). Located in Waco, Tex., FreeFlight Systems was founded in 2001 and employs 53 people. It designs, manufactures, and supports avionics that enable aircraft oper-

ators to meet the FAA’s Jan. 1, 2020 requirement for ADS-B capability, which is the backbone of the NextGen air transportation system. The FAA announced the equipage mandate in 2010. “Government and industry have worked in harmony to ensure that equipment is available at the right price and at the right time to provide immediate and long-term benefits to those who equip today,” Taylor told the Committee, which is chaired by U.S. Congressman Sam Graves (R-MO). “FreeFlight Systems has developed

ADS-B solutions that are available, affordable, and easy to install for operators with ADS-B equipment for a light general aviation aircraft costing less than $4,000,” Taylor said. The company has delivered about 1,000 ADS-B radios and approximately 3,000 ADS-B position sources to date. Taylor encouraged the committee to steadfastly maintain the long-standing NextGen deployment schedule, adding that the mandate is necessary, achievable, and communicates the nation’s continued commitment to flying safety, economic

growth, and leadership in global aviation. There are 120,000 to 140,000 general aviation aircraft operating in the United States that are required to meet the 2020 rule, Taylor said. He noted that avionics manufacturers have the capability to help all operators meet this deadline. Taylor also encouraged the FAA to show strong leadership in this area and aggressively consider other incentives to encourage operators to equip.

NASA'S ORION SPACECRAFT STACKS UP FOR FIRST FLIGHT The Orion crew module for Exploration Flight Test-1 is shown in the Final Assembly and System Testing (FAST) Cell, positioned over the service module just prior to mating the two sections together. The FAST cell is where the integrated crew and service modules are put through their final system tests prior to rolling out of the Operations and Checkout Building at NASA's Kennedy Space Center in Florida for integration with its rocket. Technicians are in position to assist with the final alignment steps once the crew module is nearly in contact with the service module. In Dec., Orion will launch 3,600 miles into space on a four-hour flight to test the systems that will be critical for survival in future human missions to deep space. (NASA/Rad Sinyak)

With just six months until its first trip to space, NASA’s Orion spacecraft continues taking shape at the agency's Kennedy Space Center in Florida. Engineers began stacking the crew module on top of the completed service module June 9, the first step in moving the three primary Orion elements – crew module, service module and launch abort systems – into the correct configuration for launch. “Now that we're getting so close to launch, the spacecraft completion work is visible every day,” said Mark Geyer, NASA's Orion Program manager. “Orion's flight test will provide us with important data that will help us test out systems and further refine the design, so we can safely send humans far into the solar system to uncover new scientific discoveries on future missions.” With the crew module in place, the engineers secured it and made the necessary power connections between the

service module within the course of the the following week. Once the bolts and fluid connector between the modules are in place, the stacked spacecraft will undergo electrical, avionic, and radio frequency tests. The modules are being put together in the Final Assembly and System Testing (FAST) Cell in the Operations and Checkout Facility at Kennedy. There, the integrated modules will be put through their final system tests prior to rolling out of the facility for integration with the United Launch Alliance Delta IV Heavy rocket that will send it on its mission. Orion is being prepared for its first launch later this year, an un-crewed flight that will take it 3,600 miles above Earth, in a 4.5-hour mission to test the systems, critical for future human missions to deep space. After two orbits, Orion will reenter Earth’s atmosphere at almost 20,000 miles per hour before its parachute sys-

tem deploys to slow the spacecraft for a splashdown in the Pacific Ocean. Orion’s flight test will also provide important data for the agency’s Space Launch System (SLS) rocket and ocean recovery of Orion. Engineers at NASA’s Marshall Space Flight Center in Huntsville, Ala. have built an advanced adapter to connect Orion to the Delta IV Heavy rocket that will launch the spacecraft during the Dec. test. The adapter will also be used during future SLS missions. NASA’s Ground Systems Development and Operations Program, based at Kennedy, will recover the Orion crew module with the U.S. Navy after its splashdown in the Pacific Ocean. For more information on Orion, visit http://www.nasa.gov/orion

of each segment relative to the other segments. Together, 492 of these mirrors will work together as a single optical surface comprising TMT's 30-meter-diameter primary mirror. Canada has been designing the telescope facility's large aerodynamic enclosure. The innovative enclosure design features a circular opening that minimizes the wind-induced vibrations of the telescope structure while optimizing airflow around the building to reduce distortion of the light collected by the telescope's giant mirror. Another major Canadian initiative has been the develop-

ment of TMT's “adaptive optics” system, called the Narrow Field Infrared Adaptive Optics System (NFIRAOS). Adaptive optics removes the blurring effects of the Earth's atmosphere, greatly increasing the acuity of astronomical images and allowing astronomers to study very faint and distant objects in the universe. The University of California is also a part of the Thirty Meter Telescope project. The university took a big step forward when the Board of Regents approved UC’s financial participation in the development and operation of the

Thirty Meter Telescope, the largest and most powerful land-based optical/ infrared telescope on Earth. The project, which has been spearheaded by UC and the California Institute of Technology since 2003 will be built and run by a consortium of universities and scientific organizations from Canada, China, India and Japan. The Thirty Meter Telescope will stand atop the Mauna Kea volcano on the island of Hawaii, near the W.M. Keck Observatory that UC has operated with Caltech since 1993. Groundbreaking on Continued on Page 41

Skies to Stars Continued from Page 38 work – right here in Quebec City,” said Ernie Seaquist, executive director of the Association of Canadian Universities for Research in Astronomy (ACURA), an organization of 20 universities dedicated to the advancement of university research in astronomy and astrophysics in Canada. ACURA is an associate of the TMT project and one of its original members. The production segments will include an extremely reflective mirror coating and edge sensors that sense the height and tilt of neighboring mirror segments, allowing for precise positioning

In Flight USA Celebrating 30 Years

July 2014

VIRGIN GALACTIC AND SPACEPORT AMERICA SIGN KEY AGREEMENT FOR ACCESS TO AIRSPACE FOR SPACEFLIGHTS FROM NEW MEXICO Agreement between Virgin Galactic, Spaceport America, and the Federal Aviation Administration is the first to cover a commercial spaceline. Virgin Galactic, the privately-funded space company owned by Sir Richard Branson’s Virgin Group and Abu Dhabi’s Aabar Investments PJS, and Spaceport America announced in June that they have signed a joint agreement with the Federal Aviation Administration (FAA) that helps clear the path for commercial flights of SpaceShipTwo. The historic agreement sets out the parameters for how routine space missions launched from Spaceport America will be integrated into the National Airspace System. Specifically, the agreement spells out how the FAA’s Albuquerque Air Route Traffic Control Center and the New Mexico Spaceport Authority will work with Virgin Galactic to smoothly and safely provide clear airspace for SpaceShipTwo. “ Our team is working hard to begin

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routine and affordable space launches from Spaceport America, and this agreement brings us another step closer to that goal,” said Virgin Galactic CEO George Whitesides. “ We are grateful to the FAA and New Mexico for their partnership to achieve this milestone.” The agreement provides procedures

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for the safe integration of commercial, licensed space launch operations into the National Airspace System from Spaceport America. The New Mexico Spaceport Authority also has an agreement in place with the U.S. Army’s White Sands Missile Range to support space launch activities within WSMR airspace.

In addition, Virgin Galactic now has agreements in place with Edwards Air Force Base and the FAA’s Joshua Control Facility to cover spaceflights in California. As a whole, these agreements provide coverage for the company’s airspace needs through the remainder of the test flight program in California and into commercial service in New Mexico. Last year, Virgin Galactic began paying rent on a 20-year lease to conduct space missions from the 110,000 square foot “ Gateway to Space” building at Spaceport America, which was recently awarded Gold Status under the Leadership in Energy and Environmental Design (LEED) certification process. NMSA already holds a Launch Site Operator License issued by the Associate Administrator for Commercial Space Transportation (FAA/AST).

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July 2014

GARMIN TACKLES â&#x20AC;&#x153;MISINFORMATIONâ&#x20AC;? ON HACKING AIRCRAFT AVIONICS By AOPA ePublishing Staff With much publicity the past several months focusing on hacking and security breaches â&#x20AC;&#x201C; in the media, television shows, and movies â&#x20AC;&#x201C; Garmin is setting the record straight on the myths around one such possible breach: hacking aircraft avionics. Garmin, an industry leader in aviation avionics, said in a blog posted June 17 (www.garmin.blogs.com) that avionics manufacturers take numerous measures to ensure that avionics are safe and secure for pilots to use. Garmin said that its software runs on proprietary operating systems â&#x20AC;&#x153;that would make it much more difficult to successfully accomplish an attack,â&#x20AC;? and that â&#x20AC;&#x153;proprietary protocols, data input validations, and other mitigations are in place to prevent viruses or malware from infecting, or affecting, our equipment.â&#x20AC;? In addition, avionics manufacturers perform safety assessments on what could happen in an aircraft if the avionics data were corrupted, deliberately or not, and then develop mitigations for those

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possibilities before they go through equipment certification. And, all avionics are able to be overridden by the pilot, if he or she determines the aircraft is not doing what was intended. In many cases, pilots also must validate that their flight plan information is uploaded correctly and accept it before using it for active navigation. These actions help prevent input mistakes by the pilot as well as enhance security. Certified avionics manufacturers also are required â&#x20AC;&#x153; to analyze field reports for potential safety issues and provide information to our customers about issues that may lead to unsafe flight conditions as well as fielding necessary equipment updates,â&#x20AC;? Garmin said. Because of these multiple safeguards, the company encouraged pilots (and aircraft passengers) to â&#x20AC;&#x153; rest assured that Garmin, and other avionics manufacturers, apply rigorous processes to ensure threat sources are adequately mitigated so that you can trust both the safety and the security of the information the avionics provide.â&#x20AC;?

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Skies to Stars Continued from Page 39 the eight-year project is expected to occur later this spring, with the telescope becoming fully operational by 2022. Along with allowing UC astronomers to collaborate internationally, the telescope â&#x20AC;&#x153;promises to revolutionize our understanding of the universe and will benefit the eight UC campuses that have vibrant astronomy and astrophysics programs,â&#x20AC;&#x2122;â&#x20AC;&#x2122; said UC spokesman, Steve Montiel. Special adaptive optics will correct for the blurring of Earthâ&#x20AC;&#x2122;s atmosphere, enabling the TMT to study the universe as clearly as if the telescope were in space. The technologies for building segmented-mirror telescopes and for adaptive optics corrections were pioneered by UC scientists and have been realized in the extremely successful Keck Observatory telescopes. TMT officials say that once complete, it is expected to produce images that are three times sharper than images from the existing Keck telescopes on Mauna Kea and 12 times sharper than even the Hubble Space Telescope.

UC Santa Barbara Chancellor, Henry T. Yang, is chairman of the board overseeing the Thirty Meter Telescope partnership and is leading UCâ&#x20AC;&#x2122;s fundraising effort. As Yang and others have noted, UC has been a world leader in astronomy and astrophysics research for more than 125 years, and the TMT will build on that history. Among the discoveries made by UC researchers: â&#x20AC;˘ Measuring the acceleration of the expansion of the universe and finding an unexpected inference of Dark Energy. â&#x20AC;˘ Verification of predictions of the Hot Big Bang model. â&#x20AC;˘ The discovery of a supermassive black hole at the center of the Milky Way Galaxy. With the TMT, UC expects to continue to build on that history of discovery. The TMT is expected to allow astronomers to analyze the light from the first stars born after the Big Bang, directly observe the formation and evolution of galaxies, see planets around nearby stars and make observations that test fundamental laws of physics.

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In Flight USA Celebrating 30 Years

July 2014

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

BE READY xperimental Amateur-Built aircraft (aircraft limited to recreational, non-commercial purposes and which must have at least 51 percent of their assembly completed by an amateur builder) represent about 10 percent of the U.S. General Aviation fleet. However, according to a 2012 study by the NTSB, Experimental Amateur-Built (EAB) aircraft accounted for approximately 15 percent of the total and 21 percent of the fatal U.S. general aviation (GA) accidents. The NTSB also noted that EAB aircraft accidents usually happen very early in the airplane’s life, often on the first flight and frequently involve engine failure or loss of power. The first two reports in this month’s CALLBACK deal with aircraft fuel issues that led to loss of engine power in the initial flighttesting phases. Two additional EAB aircraft reports remind us that unexpected things can happen in any type of aircraft after many trouble-free hours. A successful outcome relies in large part on the pilot being ready for anything–no matter how unusual the emergency.

“Two Miles Short” This pilot of an EAB aircraft learned the hard way that, although an engine issue was a major concern, proper fuel planning should always be a priority. • The aircraft was being flown under Part 91 on a Special Airworthiness Certificate for Experimental AmateurBuilt aircraft. The purpose of the flight was to conduct Phase I flight limitations issued for this aircraft. Two miles short of the intended landing field (the airfield specified as home base in the aircraft’s Phase I operating limitations) the engine stopped due to fuel starvation. I landed uneventfully in a field. There was no damage to the aircraft or to property on the ground. I refueled and, with the permission of the farmer who owns the field, took off to return to base. At the time of the flight, the aircraft had flown fewer than five of the Phase I flight hours. As the aircraft had experienced cylinderhead cooling issues, most flight time to

AND

PREPARED

IN THE

date had focused on getting the cylinder head temperatures within limits. This flight was meant to test a new, enlarged cooling baffle that had been installed for that purpose. Because of the need to address the cooling issues, I had not yet had time to perform the planned test flights to verify expected fuel flow, nor to crosscheck expected fuel-quantity indications (as shown on the ground with the aircraft in flight attitude) with the actual indications airborne. As a result, actual fuel quantity was less than expected. When I realized that, about 20 miles from base, I immediately began my return to home field; the fuel supply ran out just outside of glide range. Test flights to determine actual fuel flow and to crosscheck airborne fuel quantity indications are planned. The information derived will provide planning data that will prevent a recurrence of this incident.

Crossed Fuel Lines The Pilot of another EAB aircraft was also performing initial flight-testing when fuel starvation resulted in an offfield landing. Rather than a misjudgment of the fuel available, the culprit in this case was a fuel plumbing issue. There was no mention of selecting the other tank after the engine stopped or of correlating fuel usage with tank selection prior to the loss of power. • I departed on a local flight to do some air work checking, engine cooling, magnetic heading calibration, autopilot operation, and VOR operation. We proceeded on course to a nearby airport at 2,500 feet MSL and then maneuvered over the airport at 3,000 feet performing standard rate turns. We then exercised the autopilot operation for altitude hold, vertical speed control, and bank command. After several circuits over the airport, we started to return to my departure airport after approximately 45 minutes of flight time. After listening to automated weather, I contacted approach and proceeded inbound for landing. About 15 NM from the airport, I noted that the fuel pressure indication was flashing and the

CASE

OF AN

value read approximately 3.0 PSI (6-7 PSI is normal). The electric fuel pump was ON, but I cycled the switch in an attempt to restore fuel pressure but to no avail. The Fuel Tank Selector switch (Electric) had been set on the right tank since takeoff. The right tank contained approximately nine gallons, and the left tank had five gallons. The engine eventually stopped. I declared an emergency and looked for a field to land the airplane. I set the mixture full rich and attempted a start, but as I recall, I did not get the prop to even turn. At one point in the descent, the aircraft got a little slow on airspeed (~75 knots) and started to roll right (heavy wing) while a left turn was being commanded. I kept the left turn in, increased airspeed, and eventually, the aircraft rolled left for the desired field. I set up to land into the wind. I now recommend checking fuel pressure values between engine- driven pump and electric-fuel pump. Monitor fuel quantities to match expected consumption. Consider some sensing means and indication to determine that fuel is being withdrawn from the selected tank. The fuel tank selector valve had been replaced due to what appeared to be a leak from the original valve. The primary concern would be that fuel lines are correctly installed on the proper ports of the selector valve. Testing five days later confirmed that: 1) the fuel valve was powered. 2) When the fuel pump was powered and the right tank (containing approx. nine gallons) was selected, no fuel was pumped through the line to the carburetor. 3) When the fuel pump was powered and the left tank (empty) was selected, fuel was pumped through the line to the carburetor. The fuel lines had been reversed when the new valve was installed.

“We Were in a Steep Nose Down Attitude” Luckily, there was a passenger along to “uncover” the pilot of a pressurized EAB aircraft when a door opened to a world of excitement.

EMERGENCY • After departing, we were being vectored around traffic during the climb sequence of the flight. Upon receiving clearance to FL230, I noticed the cabin pressure light begin to flash intermittently. I increased the cabin inflow and adjusted the cabin altitude with only a slight improvement of the annunciator panel. The door lock and door seal lights were in their normal lit configuration at this time. I recycled the door seal to test its integrity. Shortly thereafter, the door flew open with resultant depressurization. Cabin contents were flying about the cabin, my headset and glasses departed the plane... A blanket from the back seat covered my head and face and was pulling my head out of the cabin into the slipstream. My passenger pulled the blanket off my head and I saw we were in a steep nose down attitude. I pulled back power and eased the descent. The plane was very difficult to control at this point. I elected to try to get the plane under control before considering an attempt at landing. I asked my passenger to place a headset onto my head, and I was able to communicate with ATC, informing them that we had lost our door. At some point, the door completely departed the plane, improving the flight characteristics considerably. After slowing down and aggressively trimming, I was able to regain control of the plane and said we would return to the departure airport since the plane was now flyable and the runway environment was familiar. I asked for permission to change to Tower frequency and requested a downwind approach since it would give me a chance to test the flight characteristics in the landing configuration at pattern altitude. Tower immediately cleared us to land. With flaps and gear down, the plane was more stable, and the landing was uneventful.

“I Probably Should Have Told You…” Communication problems are often cited as contributing factors in ASRS Continued on Page 43

July 2014

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CESSNA TTX RECEIVES FAA CERTIFICATION OF FIKI SYSTEM Cessna Aircraft Company, a subsidiary of Textron Aviation Inc., a Textron Inc. company, announced that it has received Federal Aviation Administration certification of the Flight Into Known Icing (FIKI) system for the high-performance Cessna TTx propeller aircraft. The FIKI system extends the TTx’s mission capabilities and enables pilots to file flight plans for varying weather conditions. It can provide up to two-and-ahalf hours of protection from most ice attaching to the airframe with minimal impact on the performance. “The Cessna TTx program has been incredibly successful and certification for the FIKI system is the next important step in the maturing of the aircraft,” said Brian Steele, Cessna TTx business leader. “A TTx equipped with FIKI offers great value for customers, allowing their business and recreational plans to stay on

schedule, even in some adverse weather conditions. The TTx is already the world’s fastest commercially produced and certified fixed-gear single-engine aircraft, and we are confident the FIKI option will ensure the TTx appeals to an even wider customer base.” The FIKI system uses glycol-based TKS fluid, which is pumped through micro-drilled holes in the titanium leading edges of the aircraft’s wings. The propeller and windshield are also protected with TKS fluid. The TTx is an all-composite, highperformance aircraft, designed specifically for comfort, speed and luxury. The TTx is the first airplane to be equipped with the Garmin G2000 avionics system, featuring a glass cockpit with dual 14.1inch (35.81 cm) high-definition displays and touch-screen controls.

Safe Landings Continued from Page 42 incident reports. The following report from a Pilot, who was instructing the new owner of an EAB aircraft, has to be one of the better examples of the consequences of poor communication. There are some things a trainee just shouldn’t keep from the instructor. • I was providing transition training to a Private Pilot who had recently purchased the aircraft. The flight was to be slightly more than two hours long. The evening prior, I was with the owner and witnessed him refuel the aircraft with 20 gallons of fuel. I told the owner that there were already six gallons of fuel aboard based on our previous flying, our observed fuel burn of 8.2 GPH, and the fact that we started with full tanks and kept very careful track of fuel burned, added, or removed. The next morning, I arrived at the airport, watched the owner perform the pre-flight and asked him about our fuel state. He told me, “The gas is fine.” We made an uneventful takeoff, climbed to altitude for a short cross-country trip, so he could practice descents and perform traffic pattern work. We departed for a

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second airport using the same training profile and then headed back home. Approximately 16 miles from the airport at 2.1 hours into the planned mission, the engine coughed. The owner correctly reacted and switched fuel tanks using the proper procedures. I remarked to him that the event was strange because according to my watch, we should have a little more than eight gallons of fuel remaining. At this point, the owner said, “Oh.” I asked, “Oh what?” He tells me, “I probably should have told you before, but early this morning before you got to the airport, I drained eight gallons of gas out of the airplane into my gas cans.” The owner told me he had been concerned that we might be too heavy with so much gas on the airplane. He had no explanation for why he did not tell me that he had removed fuel from the airplane. Concerned that we could experience fuel exhaustion, I opted to make a precautionary landing in a field about 12 miles northwest of the airport. The landing was uneventful. The owner refueled the airplane with the eight gallons he had removed, and I flew the aircraft back to the airport.

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In Flight USA Celebrating 30 Years

July 2014

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Piper Aircraft”s top-of-the-line piston-powered M-Class Mirage was named “Best of the Best Personal Aircraft for 2014” by the Robb Report. “A pressurized cabin, six seats, and a full-sized air-stair door are unusual features for a piston-powered single-engine aircraft, but they are part of the package with the Piper Mirage,” wrote the luxury lifestyle magazine. “While the plane is designed primarily for utility and efficiency, Piper did not overlook comfort. The cabin features roomy leather-upholstered fold-down club seats, electric outlets for personal devices, reading lights, and an easily accessible interior baggage compartment,” according to the publication. “The cockpit is equipped with Garmin”s G1000 avionics suite, synthetic vision, ice protection, and a terrain warning system. The efficient Lycoming engine provides the Mirage with a range of 1,500 miles and a top speed of 245 mph. The starting price is about $1.1 million,” the magazine concluded. “This is yet another recognition that Piper Aircraft delivers the aircraft of choice for aviators throughout the

world,” said Piper Vice President of Sales and Marketing, Drew McEwen. “When a prestigious lifestyle publication like the Robb Report acknowledges the many advantages that our customers experience everyday, it reinforces Piper”s reputation for excellence, backed by thousands of pleased aviators over many decades of flying.” About the Piper Mirage: The Piper Mirage is a step up from four-place aircraft. With a convenient airstair door entrance and large cabin volume, the Mirage projects sophistication and is the only pressurized piston-engine aircraft in production today. The Piper Mirage is powered by a 350 HP dual turbocharged engine and has a 213 ktas cruising speed, as well as the ability to cruise up to 25,000 feet in pressurized comfort.

A SUCCESSFUL FIRST FLIGHT SOLAR IMPULSE 2 Solar Impulse 2, the solar aircraft of Bertrand Piccard and André Borschberg, recently completed its first flight out of the Payerne aerodrome in Switzerland. The revolutionary single-seater aircraft, with which Bertrand Piccard and André Borschberg are attempting to carry out the first solar-powered flight around the world in 2015, has successfully completed its maiden flight in Payerne. For two hours and 17 minutes, professional test pilot, Marcus Scherdel, was able to trial the aircraft’s performance in the skies. The initial results are in line with calculations and simulations. There will be several other flights taking place in the coming months in order for this experimental machine to attain certification. “This inaugural flight is an important stage – a step closer to the round-theworld flight. It is also a huge emotional step for the entire team and all our partners who have worked on the aircraft. Si2 incorporates a vast amount of new technology to render it more efficient, reli-

FOR

able, and in particular, better adapted to long haul flights. It is the first aircraft, which will have almost unlimited endurance,” highlighted Borschberg, Solar Impulse Co-founder, CEO, and pilot. “Throughout such an innovative project, each stage is a leap into the unknown. Suspense has been at a high! The results show that our team of engineers can be very proud of the work it has accomplished during the last 10 years,” added Bertrand Piccard, Solar Impulse Founder, President and pilot.

Flight report: Pilot: Markus Scherdel Take-off time: 2 June 2014 5h36min CET Landing time: 2 June 2014 7h53min CET Flight duration: 2h 17 minutes Highest altitude reached: 1670 mètres (5500 ft) Average ground speed: 55.6 km/h (30 kt)

July 2014

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Marilyn Dash’s

The Pylon Place

PYLON RACING SEMINAR – 2014 record number of attendees joined forces at Stead Field outside of Reno, Nev. to qualify and practice for the 51st National Championship Air Races to be held Sept. 10-14th. International Formula 1 continues to earn its name – by the addition of Frenchman, Christophe Delbos flying Spaniard, Bill Paradi’s aircraft, N-ARush. Bill and his new wife are expecting a baby around the same time as the races, so Bill asked Bobos to fly his plane for him. (This is very bad timing, Bill!). Some of you may remember Christophe (aka Bobos) from the Big Frog Racing Team in the Sport Class. The Diesel-powered NXT flew only one year before the engine failed, and Bobos had an off-field landing, Strawberry Fields Forever. He’ll be back in another sport racer in the future – but will be an IF1 racer this year. Biplanes added three new Rookies to their ranks. Father and son team, Alan and Brian Hoover, recently purchased Brett Schuck’s Pitts. Brett raced it last year and decided to move to a two-seat Eagle this year, so the Hoovers bought his Pitts. Also, Philip Ensley will be sharing flying duties with Casey Erickson in her Pitts. Jeff Rose, a rookie last year in his Pitts, recently purchased Frank Jerant’s old Mong, Reno Rabbit. He wisely brought it to PRS to get some time on the course – knowing he would be seeing 4050 mph increases in speeds from last year. His dedication to the sport will be chronicled in a future column. Stay tuned for more on Jeff and his team.

Jets

The 2014 PRS Graduating Class. passing easily. Doug Matthews was on hand with his SIAI-Marchetti S.211. We hope we’ll see it racing this year. Otherwise, it’ll be a collection of L29s and L39s rounding the course again.

T-6 Lineup (Anthony Talor/Warbird Fotos) The best thing to happen to the T-6 Class was their Club House. Jerry Thurman of Reno, Nev. has provided the T-6 Class with access to his wonderful hangar for PRS and the Races for several years now. This has increased the camaraderie of that group and developed a special air around the whole thing. Strong leadership and a tightly knit group have made this a solid class. This year, Gordo Sanders not only joined the ranks as an instructor, he also provided Mike Kennedy of Airplane Repo Fame with instruction and loaned him his T-6, Big Red, for PRS. A total of six students joined the T6 class, giving them a very good chance of having a full field this year.

Sport Doug Matthews’ SIAI-Marchetti S.211. (Anthony Taylor/Warbird Fotos) The Jet Class is also seeing some international flavor with Charlie Camilleri from Australia coming back to finish his certification this year. Terry, “SkinS” Fornof was also back this year –

The Sport Class originally had 15 students signed up. For some reason, only 11 attended. I wish all the classes had 11 rookies! The students brought a collection of aircraft from more RVs (6, 7, and 8s), to Thunder Mustangs, Harmon Rockets and even a few Long-EZs. This year, we even had an Engagement as part of the PRS entertain-

(Anthony Taylor/Warbird Fotos) ment. Andrew Findlay asked his lovely girlfriend, Jackie Fair, to marry him… right there at PRS. Congrats to you both! Other good news in the Sport Class: early information says that Daryl Greenamyer’s Lancair Legacy has been sold and will be at the races in September. I am waiting for confirmation – and the lifting of the cone of silence before I share more on this interesting deal. Again, a strong leadership group and a close-knit community have created great success in the Sport Class. I have said this for years, but this is the class to

One of my favorite paint schemes – Alan Crawford’s Lancair Legacy. (Anthony Taylor/Warbird Fotos) watch for the future.

Unlimited And now, the Unlimited Class… While four students (three rookies and a returning racer) had signed up for PRS, no one actually took the course. Why? Good question. Jim Tobul had signed up to attend. Continued on Page 46

Old School Aviation Advanced Warbird Flight Training WWII Stearman and Texan AT-6

Contact Dan Vance 707.972.1293 Vance824@aol.com OPERATING OUT OF:

Sonoma Jet Center 6000 Flightline Dr., Santa Rosa, CA 95403

In Flight USA Celebrating 30 Years

July 2014

U.S. NAVY BLUE ANGELS SALUTE CINCINNATI ON WAY TO VECTREN DAYTON AIRSHOW The U.S. Navy Blue Angels saluted Cincinnati with a low, smoke-trailing pass Thursday morning, June 26, on their way up the Miami Valley to Dayton International Airport for the 2014 Vectren Dayton Airshow Presented by Kroger. It was a special treat for Blue Angels No. 2, Lt. Cdr. John Hiltz, a native of Fort Mitchell, Kent., near Cincinnati and a 1998 Covington Catholic High School graduate. “Flying over my hometown on the way up here was one of the greatest moments in my three years with the Navy’s premiere demonstration jet team,” he said minutes after landing his blue and gold F/A-18 Hornet.

This is an encore performance for Hiltz, who flew with the Blue Angels in the 2012 Vectren Dayton Airshow. He said watching the Blue Angels fly at Dayton airshows when he was a child was part of what inspired him to become a Naval aviator. He said he was also happy to be able to fly where the Wright brothers invented the airplane and launched America’s aviation industry. “We’re overjoyed to be here in the birthplace of aviation,” he said. The team’s C-130 support plane, nicknamed Fat Albert, arrived earlier that day. The Blue Angels flew on June 28 and 29. They were accompanied by the

U.S. Marine Corps AV-8B Harrier Jump Jet, the Air Force Academy’s Wings of Blue parachute team and the U.S. Coast Guard’s HH-65 Dolphin search-and-rescue demonstration. Civilian warbird acts included the F-86 Sabre jet warbird, a P51D Mustang and a rare F4U-5 Corsair. Other civilian performers included Sean D. Tucker, Patty Wagstaff, North American AeroShell Aerobatic Team, Founded in 1975, the Vectren Dayton Air Show Presented by Kroger is one of North America’s premier airshows. It features world-class aerobatic champions, military jet demonstrations and entertainment for the whole family,

VECTREN DAYTON AIRSHOW WILL ROAR The most exciting aviation event in the Tri-State region got even better with the addition of two magnificent warbirds to the 2014 Vectren Dayton Airshow Presented by Kroger, show officials announced this month. One is a pristine example of the North American P-51D Mustang, the famous fighter that helped win World War II. It’s restored in the markings of Capt. Herbert G. Kolb’s Baby Duck, a plane he flew to make five of the 14.5

kills credited to him. The other is a rare Chance Vought F4U-5 Corsair, a version of the carrier-based fighter that had a more powerful engine than earlier versions and numerous other performanceenhancing features. Thanks to the show’s “Performer Pit Row” static display, spectators will be able to get a close look at these warbirds and other planes when they aren’t flying in the June 28-29 airshow at Dayton International Airport.

WITH

celebrating Dayton’s rich aviation heritage as home of the Wright Brothers, Wright-Patterson Air Force Base, the National Museum of the U.S. Air Force and National Aviation Heritage Area. It is produced by the United States Air and Trade Show, Inc., a 501(c)(6) not-forprofit Ohio corporation that relies on sponsorship and community support to offset costs. The Dayton/Montgomery County Convention and Visitors Bureau estimates the show adds $3.2 million to the region’s economy every year. For more information, visit www.daytonairshow.com

P-51, F4U WARBIRDS

They join modern military performers including the U.S. Navy Blue Angels, the U.S. Marine Corps AV-8B Harrier, the Air Force Academy’s Wings of Blue parachute team and the U.S. Coast Guard’s HH-65 Dolphin search-and-rescue demonstration. Civilian performers include Sean D. Tucker, Patty Wagstaff, the North American AeroShell Aerobatic Team, the F-86 Sabre and the Shockwave jet truck. The one-of-a-kind Wright “B” Flyer, a lookalike of the Wright brothers’

first production airplane, will also fly each day. Ticket prices remain unchanged from 2013. The popular Chairman’s Club, Pavilion, Family 4 Pack, and Blue Sky Chalet are now on sale, offering a range of seating amenities. Tickets can conveniently be purchased through our show website at www.daytonairshow.com. Deep discount general admission tickets are on sale at more than 100 Kroger stores in the Dayton-Cincinnati region.

AAAE'S NAC SCHEDULED FOR SEPT. 28-30 IN PORTLAND, ORE. AAAE’s 2014 National Airports Conference (NAC), set for Sept. 28-30 in Portland, Ore., offers airport executives, finance and administration personnel, operations personnel, general aviation professionals and companies that do business with airports the opportunity to meet and exchange ideas in an informal setting. Five reasons to attend the 2014 NAC:

1. Hear what industry veterans have to say on a variety of timely topics that include: crisis management, AIP handbook update, business aviation/FBO trends, reversion of facilities, hosting special events, drug smuggling at your airport, unmanned aircraft systems, leadership development, and more. 2. Ask questions and receive the

answers from top FAA and TSA officials who will hold informal roundtable sessions. 3. Maximize your travel dollars by also attending one of the events attached to the NAC: Essentials of Airport Business Management Workshop, AAAE accreditation final interview workshop, and meetings of AAAE committees.

4. Interact with top AAAE elected officials in a networking setting designed to foster personal growth in the association and in the airport industry. 5. Tour Portland International Airport, including its LEED Platinum Certification administration building.

okay. We all know a few of them for sale… even racing Mustangs. So assume there is something interesting in the works. Tiger Destefani was there to get recertified in Strega. Since he hasn’t raced since 2008, he is outside of his race certification and needs to go through PRS again. Strega was there, but again – he didn’t take the course. Not sure why – rumors were flying, but airplanes weren’t. So while the Unlimiteds had students, no one passed PRS because there is both a ground school and airwork com-

ponents. The newbies are talking about racing in September, but none of them have completed the airwork. Right? So the only way to get them certified is to have another PRS-lite. For many years now, RARA and the FAA have required the Racing Classes to put together their Racing Training Syllabus and have it reviewed by the both governing bodies. If the Unlimiteds were to change their training, they would need to clear it with the FAA and RARA. Not an impossible feat, but not a walk in the park either. Several racers have said that it is dif-

ficult to bring their aircraft from the East Coast, for example, to Reno for PRS and the Races – and it would be easier for them to have the airwork done around Race time. And, if the Unlimiteds get a “Second PRS” – do the other classes get that chance too? More good news, I have put my paperwork in to race Ruby again this year. We’ll be keeping an ear out for interesting air racing stories while we all get ready for the 51st National Championship Air Races. Until then, fly low, fast and turn left.

The Pylon Place Continued from Page 45 He is a highly respected Warbird pilot on the East Coast in his gorgeous Corsair. Unfortunately, a few weeks before PRS, he had a landing incident, which changed his plans. He is hoping to get the Corsair back on her feet and ready to go by September and wanted to attend PRS for Ground School only – hoping to be able to complete the airwork before the races. Jim Lawrence and Trevor Merton also attended PRS – saying they were working on purchasing “a couple Mustangs” before the races. Hmmmm…

July 2014

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OODIES AND ADGETS

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

Zenair Rivets Now Available at Aircraft Spruce

Garmin Adds Attitude Information to the aera 796/795

Zenith Aircraft Company is making available their unique blind rivets through Aircraft Spruce and Specialty. Blind (or pulled) rivets are a common type of fastener used in metal kit aircraft construction. They are available in 1/8inch and 5/32-inch diameters. What makes the Zenair rivet distinctive is that as the rivet is pulled, the rivet head is drawn into a dome-shaped top which gives the finished rivet a low profile rounded top, enhancing the strength of the rivet while improving airflow over it. The ease with which these rivets can be pulled, or “popped,” saves considerable time and simplifies the entire kit building process. Aeronautical engineer Chris Heintz, designer of the popular Zenith line of kit planes, first started using structural blind rivets for light aircraft construction in the 1970s when he sought an easier alternative to bucked solid rivets, which require additional tooling and skills. “We’ll be using Zenair rivets during the construction of the One Week Wonder at AirVenture this summer,” said Sebastien Heintz, President of Zenith Aircraft. “Volunteer builders begin unpacking a complete kit for a CH 750 Cruzer on opening day and expect to taxi the completed aircraft within a week. We expect several thousand people to stop by the construction area and pull a blind rivet, so they can say they helped build an aircraft.” Aircraft Spruce also carries the Zenair Pneumatic Riveter for $99.85 along with the Zenair Manual Riveter for $49.50, both of which feature the required domed head for pulling and forming the rivets. A package of 100 1/8-inch rivets (part number 1203709) costs $11.65 and have a shear strength of 130 lbs. The 5/32-inch rivets (part number 12-03711) are $16.75 with shear strength of 220 lbs. For more information visit AircraftSpruce.com. Zenith kit builders can purchase the same products directly from the Zenith Aircraft Company. See ZenithAir.com. To watch a demonstration of pulling Zenair rivets, EAA has made a short video showing the process: http://bit.ly/1siNAE1.

Garmin has introduced a new version of software for the aera 796/795, which allows one of Garmin’s best-selling aviation portables to receive even more information from the GDL 39 3D. When paired with the GDL 39 3D via Bluetooth or standard hardwire connection, the aera 796/795 will display AHRS-like pitch and roll information and a slip/skid ball. After installing version 4.40 in the 796/795, attitude information derived from the GDL 39 3D will appear on the 3D Vision page of the aera. Pilots can choose from full screen attitude-based synthetic vision, or split-screen with a moving map display on the bottom of the page. Even further, up to four pilotselectable data fields may be shown on the map while in split-screen mode. Traffic and weather information derived from the GDL 39 3D, may also be displayed simultaneously on the moving map. When used in conjunction with the GDL 39 3D, the 3D Vision page on the aera offers an enhanced level of situational awareness, which provides valuable back-up attitude information. In addition to pitch and roll information, the latest software for the aera 796/795 series includes new flight plan editing capabilities. Similar to the Garmin GTN touchscreen navigators, pilots can easily drag and drop an active flight plan segment over an airport or waypoint for convenient flight plan edits. For airspace or weather diversions, customers can drag and drop a flight plan segment to an area where a waypoint does not exist and the aera will create a new user waypoint and insert it into the flight plan. Version 4.40 is available immediately as a free update via WebUpdater (www8.garmin.com/support/collection.jsp?product=999-99999-27) and offers existing customers exciting new features which aid in flight planning and bring even more capability to the aera 796/795.

HONOR FLIGHT NOW ACTIVE

SAN FRANCISCO BAY AREA

Nonprofit Seeks Bay Area Support for WWII Veterans Trips to Washington, D.C. The Honor Flight Network is pleased to announce that a new branch office – the Honor Flight Bay Area Foundation – has opened to serve the greater San Francisco/Monterey Bay Area. The nation-wide network sends World War II veterans to Washington, D.C. at no cost to the veteran, where they receive guided tours of the World War II Memorial and other memorial sights in the city, including the Tomb of the Unknown Soldier. Many veterans never get a chance to go to our Nation’s Capitol to see the monument dedicated to their service. The Honor Flight Network is changing that. “Only 1.7 million World War II veterans are still alive today, and about 500 of these individuals pass away every day,” said Carl Stewart, Captain, U.S. Navy (Ret), President and Co-founder of the new Honor Flight Bay Area Foundation(www.honorflightbayarea.or

g). “Public support is absolutely vital. We need the financial and personal assistance of Bay Area residents, businesses, and other organizations to help support as volunteers and to fund trips to Washington, D.C. for World War II veterans in our region.” The cost for a three-day Honor Flight tour for each veteran is about $1,200, which covers air and ground transportation, lodging and meals. The first Honor Flight tour sponsored by the Bay Area branch is scheduled for late Sept. of this year. With $5,000 in donations raised to date, the fundraising goal for this inaugural veterans’ tour is $15,000, which needs to be raised by the end of July. Since 2005, the Honor Flight Network (www.honorflight.org) across the United States has made heroic efforts to ensure that remaining World War II veterans have the opportunity to see their monument and be

recognized for their service. Once sufficient funds have been raised for an Honor Flight trip, a group of up to 30 veterans are flown to Washington, D.C. Veterans are issued color-coded shirts and identification and are accompanied by volunteer “guardians” who help manage their needs and assist wheelchair-bound men and women. “Honor Flight offers our esteemed WWII veterans the experience of a lifetime where they are recognized and honored every step of the way,” said Stewart. “These men and women fought for world freedom from tyranny, and every volunteer and donation represents our gratitude for their sacrifice,” said Stewart. As World War II veterans pass away, the Honor Flight tradition will transition to veterans of the Korean War and the Vietnam War. In addition, the most senior veterans of these conflicts, or those who are terminally ill, will be served first.

How to Support Honor Flights Veterans Trips: To make a financial donation: Please go to www.honorflight.org. Donations are tax-deductible to the extent allowed by law. To apply for an Honor Flights tour (veterans, guardians, and volunteers): To apply as a WWII veteran for trip sponsorship, or to serve as a trip guardian or volunteer, please fill out the appropriate Honor Flight application found on the website, www.honorflight.org/application. Completed applications and general correspondence should be sent to the Bay Area Branch office: Honor Flight Bay Area Foundation C/o General Electric M/C HFBA 1989 Little Orchard Street Continued on Page 49

In Flight USA Celebrating 30 Years

A CLASSIC

COYOTE HUNTING

By Charlie Briggs 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,

AND

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. t was the fall of 1952. The weather was cool and overcast. The winds were calm. This was perfect weather for hunting anything but particularly, coyotes. With dogs, this was a major sport in the ‘50s. For us in the sheep business, it was a necessary thing to do. Take off point, for this expedition was in

32 years ago I bought a different Sport/Utility plane, flew it for twelve years and made seven trips from Salt Lake to Alaska and Western Canada. I enjoyed them all, but improvements were needed for this type of flying: longer range, more speed, and greater space. I wanted these upgrades without sacrificing slow flight, short takeoffs/landings, carrying capacity, toughness, reliability, and simplicity. The Husky with its 180 hp, 52-gallon fuel capacity, over one-ton gross weight, and two-inch wider cabin provided the solution. I have been rewarded time and again in my Husky during the 7 additional trips above the Arctic Circle, and countless around the desert southwest with my sons and brave wife. Bill Browning

Try HuskyFlight. Your Ride to Freedom.

July 2014

SPORTSMANSHIP Oakley, Kansas. The hunt was to start just east and south of town and go deep into the neighboring Gove County. Barely minutes into the hunt, the lead plane spotted a lone coyote hookin’ it south to the breaks. Both trucks unloaded and made fast work of the single hapless coyote. The plan was for the one plane to search out about four miles ahead while I flew a zigzag pattern in between. Nothing was spotted for about half an hour. Then the scout plane was wiggling his wings, and as I approached, he landed in a wheat field, signaling for me to land. In those days, we did not have radio, so everything was by signs and contact. I signaled by wiggling my wings back to the “dog wagons” to alert them to move in a certain direction. On landing, he was very excited to report he had seen two “or more” coyotes heading toward the Smoky Hill River about five miles south. It was agreed I would now take the lead and trail the coyotes at a distance to avoid a surprise attack. The Aernoca would stay between the dog wagons and me to guide them along. It was working. Then the surprise! I came from the north and behind the lead, there were two coyotes heading for the river. I wiggled my wings to signal their direction of movement. Flying at 400 to 500 ft. they knew I was there, but they did not see me as a threat, which gave me some time to circle on ahead. There, on this bluff high, above the Smoky Hill River were the elements of a coyote dogs “Custer’s last stand.” Encamped in this uninhabited part of the world and out of human sight was the biggest gathering of old bachelor coyotes I had ever seen. Not two or four but 15 to 20! The pursued coyotes from the north just crossed the river and loped up the bluff, apparently deliberately, leading the platoon of dogs right into disaster. Soon the battle was on. Dogs were chasing coyotes, and coyotes were teaming up with and chasing dogs. The dogs were not winning. The dogs were taught to work in teams. There was the “catch”

dog, usually the fastest but not necessarily the biggest. Then there were the kill dogs for finishing off the deed. Well, in the ensuing melee, the dogs were totally confused by the numbers faced. They were used to running down one at a time. This was simply ridiculous. The dogs pulled off as the coyotes split in all directions. One coyote took off on its own, going down the river at maximum retreat speed. It attracted five of the dog pack, which followed in hot pursuit. Five miles or so down the river they caught up and surrounded the tiring coyote. Soon he was cornered and completely surrounded, still full of cunning and fight. I was able to land as they were just a few yards from the only road in that whole part of the county. The other plane had landed on the north side of the river as one of the dog wagons arrived to recover the “brave” dogs. The three hunters jumped out and came running up to the entrapped coyote, but they paused and took in the scene. Their dogs had been bested again. The coyote was in some plum tree thickets and just kept biting back and successfully dodging his advisories. One of the hunters had a 12-gage shotgun and took aim! Then it happened. The other two hunters told him to “put the gun away.” Their dogs had been overtaken by a strong prey that they had to get rid of. They did, and so did the coyote. I’m sure thinking; I do not believe this! What a show of sportsmanship!

Visit

Log on to http://husky.aviataircraft.com. Check out the videos get inspired, and call to schedule your own Husky Experience!

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July 2014

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GRT AVIONICS – OSHKOSH PREVIEW If you’re planning a trip to Oshkosh and wondering about avionics options for your experimental aircraft project, come visit GRT Avionics in Exhibit Hangar C, Booth 3068/3069 to check out what’s new! • Our newly-released tiny powerhouse EFIS, the Mini-B and Mini-X (now shipping)! • Android tablet connectivity featuring wireless flight planning and radio tuning • ADS-B information including new GRT display features and receiver options This year, we are also presenting two forums on GRT equipment: • Flying the HXr IFR by longtime GRT customer and former airline captain Jerry Morris – Wednesday, July 30, 2:30-

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: 3:45, Homebuilders Hangar • GRT Avionics Installation Tips by GRT chief tech support specialist Ben Krotje – Thursday, July 31, 2:30- 3:45, Homebuilders Hangar If you stop by, remember to tell us you saw our story in In Flight USA!

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

Huskyy Forr Sale

*FADOCTM PORTABLE OXYGEN SYSTEM FOR HIGH-FLYING PILOTS The Two Place Pulse-DemandTM, Portable Oxygen System Continuing as the number one in engineered general aviation oxygen systems, Mountain High releases the new portable technology for the two-person portable “MH EDS O2D2 PulseDemandTM *FADOCTM (Full Authority Digital Oxygen Control) Oxygen Delivery System” designed for Bonanza, Cirrus, Cessna, Mooney and Piper, as well as all other general aviation and rotor-wing aircraft. The MH EDS O2D2 is the only portable, single unit, two-place, carry-on Pulse DemandTM oxygen system currently available. Systems are also available for those with original factory built-in oxygen systems. The MH EDS O2D2, with the patented digital electronic “PulseDemandTM” *FADOCTM oxygen

delivery system, enables the pilot and passenger/crew to fly at pressure altitudes up to 25,000 feet with safety and comfort. The O2D2 digital PulseDemandTM system reduces oxygen consumption dramatically. Different from the “standard” constant flow systems, the O2D2 Pulse-DemandTM system wastes no oxygen during the breathing cycle. Studies show that 90 percent of the oxygen supplied by the O2D2 is transferred to the blood. The average user will enjoy a conservative consumption drop of four times compared to the constant flow systems. The system operates, with two people for 100 plus hours on three AA alkaline batteries. Easy to use, the two-person O2D2 Continued on Page 50

Honor Flight Continued from Page 47 San Jose, CA 95125 Office: 408/925-1999 Fax 408/925-4459 Email: admin@honorflightbayarea.org Note: While airlines customarily donate tickets for the veterans, trip guardians pay their own way. About the Honor Flight Foundation: The inaugural Honor Flight Tour took place in May of 2005. Six small planes flew out of Springfield, Ohio, taking 12 World War II Veterans on a visit to the memorial in Washington, DC. In August of 2005, an ever-expanding wait-

ing list of Veterans led the transition to commercial airline carriers with the goal of accommodating as many Veterans as possible. Partnering with HonorAir in Hendersonville, North Carolina, the “Honor Flight Network” was formed. Today, the network is expanding its programs to cities across the nation. The Bay Area hub was started in 2014 to serve those in the greater San Francisco and Monterey Bay Areas. Presentations are available to local groups, schools, and organizations. Honor Flight Bay Area Foundation is a 501(c)3 nonprofit organization. For more information, please visit www.honorflightbayarea.org.

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

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

In Flight USA Celebrating 30 Years

SEVENTH CITATION SPECIAL OLYMPICS AIRLIFT HUNDREDS OF ATHLETES For the first time in the event’s 27year history, the Citation Special Olympics Airlift will include Beechcraft owners alongside Cessna Citation operators flying roughly 700 athletes from across the country to compete in the 2014 Special Olympics USA Games in New Jersey. The Airlift, the seventh such quadrennial effort, is sponsored and managed by the companies of Textron Aviation Inc., a subsidiary of Textron Inc. More than 100 owners and operators donated their aircraft, along with pilots and fuel, to transport athletes and coaches from 28 departure locations in 22

states to Trenton-Mercer Airport (TTN) in New Jersey on June 14. The aircraft returned to TTN on June 21 to take the athletes home after the week long USA Games. As part of the Airlift, an airplane landed or took off at TTN as often as every three to four minutes beginning at 8:30 a.m. EDT on both Saturdays. “The Citation Special Olympics Airlift is an inspiring display of the spirit of the general aviation community,” said Kriya Shortt, senior vice president of sales and marketing. “We are proud to play a role in this event that happens only because of the unwavering support of Citation and

July 2014

Beechcraft King Air customers. Our customers and employees truly enjoy the opportunity to make a difference in the lives of the athletes and their families.” More than two years of planning have gone into this effort by hundreds of individuals at Cessna, the Federal Aviation Administration, Trenton-Mercer Airport, partnering aviation companies across the country, and volunteers from the Trenton business community and the Special Olympics organization. “The Citation Special Olympics Airlift represents a truly rare opportunity for those in aviation and for Special

TRANSPORT Olympics athletes,” said Bob Gobrecht, President of Special Olympics North America. “By not having to expend funds on commercial transportation, our programs are able to direct every possible cent toward other expenses related to sending their athletes to the 2014 USA Games. To have the personalized attention and support of Citation and King Air, owners and pilots provide tremendous comfort and assistance to our delegations.” Since the first Citation Special Olympics Airlift in 1987, the event has transported nearly 10,000 athletes and coaches from across the U.S.

TUBREAUX AVIATION FLIGHT TRAINING SCHOLARSHIP PILOT SOLOS Matt Callahan, whom in April was named recipient of a complete private pilot training experience from Tubreaux Aviation, Shreveport, La., soloed for the first time on June 11–day 7 of his flight training. He’s scheduled for his first cross-country solo flight this week and is on track to take his private pilot checkride by the end of the month.

“He is progressing rapidly,” said Jeremy Williams, chief pilot for Tubreaux Aviation. Matt also received a kind word and a gift from a fellow EAA member, according to his mother, Kathy Callahan. The note read: “Congratulations on your selection to receive your private pilot training at

Tubreaux Aviation. After reading this in June issue of Sport Aviation I wanted to send you some extra spending money to help you along while you’re away from home.” The letter had a $100 check inside. “As both a mom and a former Young Eagles coordinator, I am overwhelmed and beaming with pride by the generosi-

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ty displayed by so many EAA members,” Kathy wrote. “EAA truly is an incredible organization and we are so blessed to be a part of it!” Tubreaux plans to bring Matt to Oshkosh where his parents are planning to also attend.

Portable Oxygen Continued from Page 49 reduces oxygen system workload to almost nil. There are no oxygen flow indicators to watch or manually operated constant flow valves to adjust due to altitude changes. Two push buttons cycle the O2D2 through the various modes that automatically deliver the required supplemental oxygen pulses for various altitudes for both the pilot and passenger or two passengers. The complete standard portable system consists of an aluminum oxygen cylinder (buyer has a choice of sizes with upgrades available to very lightweight composite cylinders), a cylinder carry case, primary reducing regulator, low pressure service line, connection fittings, the MH EDS O2D2 FADOCTM unit, breathing cannulas, face masks, and a tote bag. The complete (including aluminum cylinder) portable two-place MH EDS O2D2 Pulse DemandTM FADOCTM Oxygen Delivery System starts at $1,089. A variety of options are available to meet specific pilot needs. Options include lightweight composite cylinders, regulators, adapters, cannulas and facemasks with mics to name a few. To order, contact MH toll free at 800/468-8185 or e-mail sales@MHoxygen.com. *FADOC™

July 2014

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HIGH SCHOOL WINNERS OF GAMA/BUILD A PLANE STEM COMPETITION START BUILDING AIRPLANE Editor’s Note: With photos courtesy GAMA and Garmin, In Flight USA is proud to showcase this work in progress and congratulates the young builders!

The team from Sunrise Mountain High School, Jeppesen staff and Glasair staff sporting their Glasair shirts on the first day of the build.

SMHS freshman Josh Carlson drills holes in the struts.

SMHS math teacher, Thitiya Pathakkhinang, drills out holes in the wings in preparation for riveting.

Four students, a teacher, and two advisors from Sunrise Mountain High School in Las Vegas, Nev. – which won the second General Aviation Manufacturers Association (GAMA)/Build A Plane Aviation Design Challenge – began building a Glasair Sportsman airplane today at Glasair Aviation in Arlington, Wash. The school, which was announced as the winner of the Science, Technology, Engineering, and Math (STEM) competition last month, will assemble the aircraft over the next two weeks. Staff from Glasair and GAMA will oversee construction of the Sportsman, a metal and composite aircraft that seats four adults. The plane, which is sold as a kit, can be assembled with assistance in two weeks through Glasair’s well-known “Two Weeks to Taxi” program. “We could not be more excited about this year’s winners,” GAMA President and CEO, Pete Bunce, said. “The students worked hard after school and on weekends on their entry, and the principal chose to buy a more capable computer to allow the competition software to work. A note to GAMA from Principal Grant Hanevold said it all: ‘It was one of my fondest moments as a school principal. Thanks for providing this opportunity for my students, and for the generosity of your board. This competition, and ultimate victory, will be life changing for my kids. I can’t thank you and the board enough for what you do, and for the positive impact you are making in the life of a kid.’” Bunce added, “This story is exactly why GAMA and Build A Plane started this competition and why we are so pas-

sionate about it.” GAMA member companies are sponsoring the team’s travel, lodging, meals, and visits to local aviation sites of interest, including the nearby Boeing facility in Everett, Wash., and the Museum of Flight. A complete list of sponsors is below. Glasair is also contributing two weeks of staff time to support the build. “The build last summer was a wonderful opportunity for our staff to share the joy and craftsmanship of building an airplane with the students and their teachers,” Glasair President, Nigel Mott, said. “Our team has been looking forward to welcoming these students for months, and we can’t wait to see what they will learn and accomplish in the next two weeks.” The competition attracted 79 entries in 33 states plus Washington, DC––nearly triple the number of applicants in 2013. Schools used “Fly to Learn” curricula and training, including software powered by X-Plane, to design and fly their own virtual airplanes. Each school modified a Glasair Sportsman airplane to fly from one airport to another and was scored on how much payload the plane carried, how much fuel was used, and the time the flight took. Judges from GAMA’s engineering team selected the winning school, taking into consideration the design features based on what the students applied from the curriculum, as it relates to aerospace engineering principles. “We are delighted to once again be a part of this wonderful program to bring aviation education to life as these students help build an airplane,” said Debbie Phillips, Executive Director of Build A Plane. “We know this experience will provide a wonderful foundation from which the students will hopefully develop a lifelong passion for general aviation and flying.” Continued on Page 52

Jose and Ryan work on sealing the firewall.

SMHS team advisor Reza Karamooz works on the tail.

Emmy and Tyler put Cleco’s in the rivet holes.

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ZENITH AIRCRAFT HOSTS ANNUAL HANGAR DAY Zenith Aircraft will host its 23rd Annual Hangar Day Fly-In and Open House on Saturday, Sept. 20. The event will run from 8 a.m. to 3 p.m. and is expected to attract hundreds of builders who have completed, are building, or expect to purchase an all-metal Zenith Aircraft kit. Activities actually begin the day before the Open House when a large group of prospective builders will show up for a workshop and a series of seminars on topics ranging from power plants, avionics, and wiring along with weight

July 2014

SEPT. 20, 2014

and balance calculating. The workshop will involve hands-on work with metal and demonstrations on how CNC machining has revolutionized the metal aircraft kit business. Friday evening, Sept. 19 there will be a factory hosted dinner at the local Elks Club, which is open to all workshop attendees. On Saturday, the company opens its doors, rolls out all of its demonstration aircraft, and begins to give demo flights and factory tours. Typically 25 to 50 Zenith Aircraft, completed by builders

from all over the country, fly in for the day, while hundreds more drive in. Throughout the day, there will be a series of brief forums about building and flying an Experimental Amateur-Built Aircraft with an emphasis on how easy and enjoyable it is to assemble a modern kit. Factory personnel will be providing demonstrations and answering questions. “Last year, we had about 400 people here on Hangar Day,” said Zenith President, Sebastien Heintz. “Most of the people were builders and it’s safe to say that all of them had a great time. We

Thitiya Pathakkhinang, and advisors, Reza Karamooz and John Kanuch.

To learn more about the organizations involved in the competition and build, please visit www.GAMA.aero, www.buildaplane.org, www.FlytoLearn.com, and GlasairAviation.com.

Zenith Aircraft’s Hangar Day always draws a large and enthusiastic crowd. expect to have a similar experience this year.” For more information on Zenith’s Hangar Day and Open House, visit ZenithAir.com

Build a Plane

SMHS Junior Kenneth Ellis and Glasair’s Ryan Flickinger prep the 210 hp Lycoming IO-390 for installation. Continued from Page 51 The Sunrise Mountain High School team includes students Alberto Carlos Alvarado, Joshua Carlson, Kenneth Ellis, and Jose G. Rodriguez, Jr., teacher,

Companies sponsoring the Aviation Design Build include: BBA Aviation Boeing Embraer GE Aviation Gulfstream Aerospace Corp. Hartzell Propeller, Inc. Jeppesen Jet Aviation Lycoming Engines Piper Aircraft, Inc. Rockwell Collins, Inc. Textron Aviation Wipaire, Inc.

Top Right: Josh and SMHS team advisor John Kanuch install the bump wheel on the tail. The Sportsman has folding wings, and when the wings are folded the plane’s center of gravity shifts back and it sits on its tail. Bottom Right: SMHS Senior Carlos Alvarado

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Business & Rotor News

METRO AVIATION DELIVERS THIRD AIR MEDICAL NORTHWEST MEDSTAR Northwest MedStar recently received its newest Airbus EC135. The latest addition is the third helicopter completed and delivered by Metro Aviation in the past year, bringing the total helicopter fleet to seven for the Spokane-based program. “Metro pays close attention to the needs of Northwest MedStar and comes up with proven ways to meet and exceed our standards,” says Northwest MedStar Director, Eveline Bisson. “I can count on

the work to be top quality. When a new aircraft arrives, it looks ready for a showroom floor and functions like a high-tech flying emergency room.” Metro Aviation has provided operation services to Northwest MedStar since 1994 and has completed a total of seven aircraft for the program, including four legacy aircraft and three new helicopters. The new aircraft comes as Northwest MedStar takes on significant expansion. Northwest

MedStar recently assumed air medical operations in Missoula, Mont. and opened a new base in north central Washington at Anderson Field Airport in Brewster. Northwest MedStar’s new aircraft are WAAS-capable and equipped with North Flight Data Systems’ flight data recorder and Metro’s medical interior configuration. Bisson says one of her favorite features is the new paint scheme designed with the help of Metro. “The lighting in

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the rear to assist with night time loading is also a great addition,” she says.

JETSUITE UNVEILS “SMART MONEY FLIES” CAMPAIGN On May 19, 2014, JetSuite, the nation’s fastest growing private jet charter company, launched a new brand campaign, “Smart Money Flies JetSuite,” emphasizing the company’s vision to redefine private aviation with competitive and transparent pricing. “Our new campaign reinforces our commitment to transparency by demonstrating what you may think you’re paying versus what you’re actually paying with jet providers,” explains JetSuite CEO, Alex Wilcox. “Unlike our

competitors, who add myriad of fees to a post-flight invoice, we tell you what you are going to pay – to the penny – before you fly, and we save you thousands, which is part of why the smart money flies JetSuite.” The first private aviation company in history to guarantee an online quote, JetSuite has introduced JetSuite.com/ SmartMoneyFlies, which includes an ongoing “ticker” of dollars saved by private jet flyers switching to JetSuite. The “Smart Money Flies” sub site

also offers a competitive comparison of six popular private jet routes, evaluating all-in trip costs, not just “hourly rates,” of the JetSuite Edition CJ3, JetSuite Phenom 100, Flight Options Phenom 300, NetJets Phenom 300, and Marquis Citation Encore 25- Hour Jet Card. The “Smart Money Flies JetSuite” campaign, launched with a billboard at Teterboro Airport, will appear in Barron’s, Financial Times, Fortune, Robb Report, Travel + Leisure, Town &

Country and The Wall Street Journal, among other outlets. The new campaign coincides with significant JetSuite expansion this year as the company recently opened a satellite sales office in New York City, grew its maintenance division at Teterboro Airport, and hired industry veteran, Frank Buratti, as Vice President of Technical and System Operations. For more information, visit www.jetsuite.com

2015 HFI SCHOLARSHIPS: HAVE YOU APPLIED? Helicopter Foundation International (HFI) recognizes the need for qualified commercial helicopter pilots and helicopter maintenance technicians and is proud to offer a variety of scholarships to help support students studying to become part of tomorrow’s industry. HFI will offer up to eight Bill Sanderson Aviation Maintenance Technician Scholarships and one Michelle North Scholarship for Safety. Applications for these scholarships are

being accepted NOW! Starting Sept. 1, HFI will be accepting applications for up to four Commercial Helicopter Rating Scholarships and up to six Maintenance Technician Certificate Scholarships. More information regarding these two scholarship types, including application requirements and forms, will be posted on www.helicopterfoundation.org in mid-August. Applicants for the Commercial

ASSEMBLY LINE FLOW BEGINS Cessna Aircraft Company, a subsidiary of Textron Aviation Inc., a Textron Inc. company, recently announced that it has started full assembly line flow on the Citation Latitude midsize business jet at its manufacturing facilities in Wichita, Kan. The assembly of the Latitude features a variety of technological advancements including the use of new automated robotics and ergonomically friendly tooling stations. “We are not only bringing technological advances to the design of our new products but also to the way we manufac-

Helicopter Rating Scholarship must already have their private license and be enrolled in a commercial helicopter-rating program at an FAA-approved Part 141 school or international equivalent. Applicants for the Maintenance Technician Certificate Scholarship must be enrolled in a maintenance technician certificate program at an FAA-approved Part 147 school or international equivalent. Please note: monies are paid out to selected applicants only upon successful

ture these world-class airplanes,” said Scott Ernest, president and CEO, Textron Aviation. “The Latitude is a perfect example of this, combining a new innovative design with many of the latest advances in manufacturing technology. Beginning production line flow keeps us on target for meeting our commitments to customers who are eager to take delivery of their new Citation Latitude.” The first production aircraft will serve as the fourth flying prototype as part of the Citation Latitude certification program, which has accumulated 100

completion of their program and following attainment of permanent FAA certification. The deadline for all applications is 11:59 p.m. on Nov. 30, 2014. Mail applications to HFI Scholarships, 1920 Ballenger Avenue, Alexandria, VA 22314-2898 or to scholarships@rotor.org (electronic applications are preferred). Further information, including application requirements and forms, can be found on www.helicopterfoundation.org

CITATION LATITUDE PROGRAM

flights and nearly 230 hours to date. The Citation Latitude prototype flew for the first time in Feb. and achieved full envelope performance for maximum speed (440 KTAS, 506 mph), Mach speed (0.80) and altitude (45,000 feet) in its third flight. Federal Aviation Administration (FAA) type certification is expected in the second quarter of 2015. Cessna engineers developed an allnew fuselage for the Citation Latitude, creating the most open, spacious, light and refined cabin environment in the midsize category. The Latitude has the widest fuse-

lage of any Citation jet, a flat cabin floor and six feet (1.83 meters) of cabin height. Cessna’s Clairity™ cabin-technology system ties into the Latitude’s advanced avionics center to provide connectivity and entertainment to each passenger through their personal electronic devices. The Citation Latitude accommodates up to nine passengers, can reach a flight level of 43,000 feet (13,106 meters) in just 23 minutes and has a range of up to 2,500 nautical miles (4,630 kilometers). It is designed with a powerful new Continued on Page 55

In Flight USA Celebrating 30 Years

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The T-6 Texan is a 75-year-old legend in aviation. It is referred to as the “Pilot Maker” because of the many pilots it taught during WWII and continues to teach today the fine art of flying. Stallion 51 Corporation’s T-6 Texan has a unique history all its own. It was built at the end of 1944 and was eventually stationed in Hawaii after the war. It carries the nickname Thang because of the original Territory of Hawaii Air National Guard markings on the sidepanel. In 1957, Thang entered civilian life when Walter Dillingham purchased it. The Dillingham family is well known in Hawaii with many streets and buildings named after them, as well as an Air Field named after a son who was a B-29 pilot killed during WWII. Thang was purchased by Stallion 51 Corporataion in 2004 as a trainer for Initial Checkout, Mustang Transition Training and Orientation Flights. The Florida Aviation Network, in partnership with Stallion 51 Corporation, is raffling off a chance to fly in this important piece of aviation history. This event officially begins on July 18, with raffle tickets available at www.floridaaviation network.com The Raffle prize is a hands-on flight in the historic T-6 Texan at Stallion 51’s headquarters based at the Kissimmee Gateway Airport (KISM) in Kissimmee, Fla. The flight includes: • Pre-flight briefing that tailors each flight to the individual's experience, expertise and expectations; preflight walk around and cockpit orientation. • Hands-on, 30-minute flight that encourages the individual to do 95 percent of the flying, including aerobatics. • Post-flight briefing reviewing the multi-camera video that captures all of the action during the flight. • Certificate of completion and auto-

graphed photo aircraft of the aircraft flown and log book entry, if applicable. Raffle tickets are $10 each. The winner will be drawn and announced on January 17, 2015 during the annual U.S. Sport Aviation Expo (SEF) held in Sebring, Fla. Jan. 14-17, 2015. Raffle tickets can be purchased online at www.floridaaviationnetwork. com or by calling 407/719-6335. Entrants need not be present at the drawing to win. The Florida Aviation Network (FAN), a project of the National Aviation Safety Foundation, is an “In the Clear” satellite broadcast system that promotes Aviation and Aviation Safety. FAN Productions is an effort of the National Aviation Safety Foundation and a coalition of local, regional, and national aviation organizations and agencies. FAN broadcasts live at special events such as Sun 'n Fun, AirVenture, etc. throughout the year. Most of FAN’s industry programs are recorded and used for rebroadcast and distribution throughout the year. Hundreds of volunteers from throughout the United States volunteer thousands of hours to make this possible, all free to the public. The non-profit organization is reliant on donations and fundraising to pay for support services and to keep FAN on the air. Stallion 51 Corporation is a comprehensive aviation organization offering a wide range of services in historic aircraft including orientation flights in the legendary dual cockpit, dual control P-51 Mustang and historic T-6 Texan. Stallion 51 offers check-out, transition and re-currency training, FAA Medical certification, aircraft sales and management. For over 25 years, Stallion 51 has been a world leader in WWII aviation; focusing on safety and quality flight training. For more information visit www.stallion 51.com or call 407/846-4400.

Check In Flight USA’s online calendar for upcoming aviation events...

www.inflightusa.com

July 2014

www.inflightusa.com

BEDECORP ANNOUNCES AVAILABILITY OF THE BD-22

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A Light Sport aircraft at the cutting edge with a sensible price tag! On June 17 in Medina, Ohio, Bedecorp announced their newest airplane, the highly anticipated light sport BD-22. The airplane, slated for unveiling at this month’s AirVenture in Oshkosh, Wis., is based on legendary designer, Jim Bede’s BD-1 design, which in turn became the basis for the Grumman Yankee, Traveler, Cheetah and Tiger airplanes. It will feature a 47-inch wide cockpit and is designed to fly canopy open at any speed. “We have waited and watched the light sport market evolve since its creation around seven years ago. We feel that this is the right time to bring this fan-

tastic airplane out,” said Jim Bede Jr., President at Bedecorp. “We felt that people shouldn’t be penalized by a high price tag just because they are forced to fly this category due to medical restrictions. We have designed a light sport airplane that is cutting edge in terms of design and features yet is affordable to buy and very low cost to own, operate and maintain with less than 400 parts to assemble,” Bede continued. Bedecorp will release aircraft specifics and more information soon. Stand by for more exciting features of the BD-22. For more information on The BD-22 visit www.jimbede.com.

HARRISON FORD SCHOLARSHIP RECIPIENT EARNS SPORT PILOT CERTIFICATE Former Young Eagle, Brendan Robinson, who received a Harrison Ford Flight Training Scholarship just last year, is now a sport pilot after passing his checkride on May 29. Robinson graduated from Chilton High School, Wisc. only a week earlier and took his checkride in a Piper J-3 Cub: “My favorite airplane,” he wrote. Robinson says receiving the Harrison Ford Flight Training Scholarship a year ago made it possible for him to earn his certificate. “I am very fortunate for the opportunity, and I appreciate EAA’s commitment not only to today’s aviation, but also to tomorrow’s,” he said. Robinson is listed twice in the World’s Largest Logbook for Young Eagles flights, which include a flight on January 6, 1999, in a Cessna 172 with Chip Davis and on June 25, 2011, in the Young Eagles GlaStar with EAA volunteer pilot, Fred Stadler. Robinson looks forward to supporting Young Eagles in the future. Lifetime EAA members, Angela

(Courtesy of Brendan Robinson and EAA) and Jim Thompson, endowed the scholarship in honor of the enduring legacy of Harrison Ford’s contribution to youth and general aviation. The actor and pilot was the Young Eagles chairman for five years. This scholarship helps young people achieve their dreams of flight at any level of need, with scholarship awards supporting EAA Air Academy, flight training, and academic tuition awards. In the fall, Robinson will attend Embry-Riddle Aeronautical University in Prescott, Ariz., where he’ll pursue a degree in aerospace engineering. He’s also a member of the Academy of Model Aeronautics.

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Clockwise from top: The CAF’s LB-30/B-24 provided some heavy bomber support to the weekend’s events. Greg Shelton’s stunning performance in his FM-2 Wildcat was one of many highlights of the show. Each day, the Parris Island Historical and Museum Society’s Living history Detachment live-fire their weapons and flamethrowers, which thrilled the crowd. They also recreated the famous flag raising on Iwo Jima. (All photos courtesy of Kevin Grantham)

World War II Weekend 2014 Continued from Page 28 it was finally recovered by Eugene “Pappy” Strine (Mid-Atlantic Air Museum’s patriarch), his son, Russ, and several other people. Since that time, much progress has been made in bringing this airplane back to airworthy status, but there is still much work to be done. “We

are in the middle of a fundraising effort to secure a propeller for our P-61,” said museum president, Russ Strine. “We are also in need of a turret.” So, if there is anyone out there that has P-61 parts stored away or would like to help fund this unique project, please contact The MidAtlantic Air Museum at www.maam.org.

World War II Weekend began its humble existence 24 years ago when members of the Mid-Atlantic Air Museum came up with the idea of staging an airshow to commemorate the people who fought to keep this country free. This is not to glorify war – but to offer the public a real-time education on the cul-

ture and the events that took place during the first half of the 1940s. If you would like to take a crash course in World War II history – plan to come to Reading, Penn. on June 5-7, 2015, and be a part of the 25th anniversary of World War II Weekend.

In Flight USA Celebrating 30 Years

July 2014

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