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Celebrating Twenty-Eight Years of In Flight USA
4
ON
THE
COVER
A NEARLY PERFECT AIRSHOW: This year’s Chino Airshow, which took place May 5-6 over Southern California’s Chino Airport, brought in record attendance of more than 35,000. And, the crowd was not disappointed. The perfect weather, nearly 40 aircraft flying from start to finish, many static displays including a Constellation EC-121, three Zeros flying in formation, three B-25s, and a group of VIP veterans recounting their fascinating and courageous stories of service, will surely make the Chino Airshow of 2012 one of the best in the U.S.! The airshow co-sponsor was the County of San Bernardino; and together the pilots and crews, vendors, and many groups and individuals involved made the show a resounding success, according to Planes of Fame organizers. The show honored the following veterans: General Robert Cardenas USAF, Captain John Cornwell USN, Wilbur Richardson USAAF, Jack Hammett USN, Ted Tanner USAF, Muriel Engelman US Army Nurse, Carl Rossman USAAF, Bob Hubbes USAF. “We thank these men and women for
their service to the country and for sharing their experiences with us so that we might better appreciate the sacrifices our veterans have made and are still making for our nation,” said show organizers. “Just wait and see what we have planned for next year!” they added. Mark your calendars now for Planes Of Fame Airshow, May 2013! For more exclusive coverage of the Chino Airshow, see Marilyn’s Dash’s column, The Pylon Place, beginning on page 45 in this edition of In Flight USA. Until then, the Planes of Fame Air Museum aims to preserve aviation history, inspire interest in aviation, educate the public, and honor aviation pioneers and veterans year-round. The museum is dedicated to the preservation, perpetuation and exhibition of historical aircraft, and to the men and women, both famous and unknown, who devoted their lives to flight. With two locations, the Museum is open every day of the year, with the exception of Thanksgiving, Christmas, and occasional special events. For more information visit www.planesoffame.org.
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June 2012
TABLE Volume 28, Number 10
OF
CONTENTS
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
June 2012
ON THE COVER COVER STORY
PHOTO FINISH
PLANES OF FAME
MARCH FIELD AIRFEST 2012
On the Cover.......Page 4
Page 57
Story by Marilyn Dash
By Sagar Pathak
Page 45 Cover Photo By Anthony Taylor
NEWS Six Scholarship Winners Chosen to Train at Purdue..................6 FAA Issues General Aviation Airports Study ..............................8 AOPA on FAA Report: GA An Asset to Nation ............................8 Flight Hours Up, Accidents Down ..............................................10
FEATURES
DESTINATION
General Aviation in China Growing By Alan Smith ..............................................................20
Flying With Faber: Along the California Coast By Stuart Faber ..............................................................29
Profile: Mark Schwartz By Herb Foreman ........................................................27
COLUMNS
In Memory: Douglas Gilliss By Michael D. Curran ..........................30 Evelyn B. Johnson - “Mama Bird”..........................30 Editorial: Flying Into EAA AirVenture 2012 By Ed Downs ..............................................................34
FAA Steps Up Enforcement of Laser Penalties ........................11 Pennsylvania Passes Aviation Tax Exemption ..........................12 NTSB Spotlights Safety Factors for Homebuilts ......................14
Special Section: EAA AirVenture 2012 Preview ........34 Warbirds in Review 2012 Schedule ........................35 Glacier Girl to Celebrate 20th Anniversary ..........37 KidVenture Prepares for 14th Year ........................37 Brazil’s Smoke Squadron’s Oshkosh Debut ........38
Cessna Continues Aircraft Safety Ed Initiative ........................26 Reno Races Receive Conditional Approval ..............................44 New Venture to Build Infinite Range Electric Aircraft ..............47 Cessna Announces Long-Range Citation Business Jet ..........50
LOOK FOR MORE NEWS AND FEATURES
AT
Contrails Goodies & Gadgets What’s Up?! From Skies to Stars Safe Landings The Pylon Place
by Steve Weaver ......................17
..............................................24 by Larry Shapiro ......................28 by Ed Downs ..........................41
..............................................42 by Marilyn Dash ......................45
DEPARTMENTS Calendar of Events ........................................................9 Classifieds ....................................................................54 Index of Advertisers ....................................................58
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Celebrating Twenty-Eight Years of In Flight USA
6
SIX SCHOLARSHIP WINNERS CHOSEN On May 19th, six Able Flight scholarship winners arrived at Purdue University in Indiana to begin five weeks of intensive flight and ground training; an experience that will change their lives forever. The six men came from all over the country, and though their disabilities and challenges may be varied, they share a passion for becoming a pilot. The scholarship winners lived in university housing and were trained by university graduate students at Purdue’s towered airport (KLAF). Able Flight’s Charles Stites said, “This is the third annual Able Flight-Purdue University flight training program, and the partnership has been wonderful for our students and for the university. Working with such a world class aviation program offers our pilots the best training possible, and the university benefits from being able to expand their training to include people with disabilities.” The Able Flight-Purdue program has grown steadily since two students participated in 2010 and four in 2011. With six attending this year, it has increased the demands on both Able Flight and Purdue. According to Stites, “Using our two students per plane formula, this year we will
provide three airplanes; two from Hansen Air Group of Atlanta and one from Philly Sport Pilot of Wilmington, Delaware. With one instructor per student, the university selected six instructors so that each student can fly up to twice a day during their training.” Jason Jernigan of Youngstown, Fla. is the second Able Flight student who is deaf to train at Purdue. Jason is a senior at Florida State University studying criminology, including underwater crime scene investigation. He trained in the side-by-side FK4 allowing him better communication with his instructor, and benefitted from having the same instructor who worked with Korel Cudmore, the young woman who is deaf and who earned her license at Purdue last year. In his application he wrote, “By going through flight training I can show the world that deafness is not a handicap, but only an obstacle in life to get through. In my family, I am know as the “bulldog”, meaning I do not give up on anything that I start in life.”
TO
June 2012
TRAIN AT PURDUE
Wesley Major of Wilmington, Del. is a graduating senior at the University of Delaware and was paralyzed in an auto accident several years ago. The Dean’s List student applied for a scholarship after being mentored by Able Flight pilot Sean O’Donnell. After learning to fly in an adapted Sky Arrow 600 LSA, Wesley plans to become a mentor at Magee Rehabilitation, the hospital where he was treated after the accident. Wesley wrote in his application, “I realize that Able Flight will push me mentally and physically and I accept the challenge with open arms. Life since my accident has been a challenge, but I’ve adapted nicely…I want to push the limits and do something extraordinary.” Devon Radloff of Janesville, Wis., who has cerebral palsy, is a graduating high school senior who will be enrolled in a college aviation program in Wisconsin in Fall of 2012.
With a goal of becoming an Airframe and Powerplant mechanic, Devon has been involved in aviation through the support of a pilot mentor, providing him the opportunity to take the controls of his friend’s Bonanza on a number of flights. In applying for his scholarship Devon wrote,” I love aviation in my heart. I just enjoy everything connected to aircraft. In the air, I enjoy the pure sense of freedom and movement and am so happy when I am in an airplane. It is one of the greatest feelings in the world. There are no visible barriers or boundaries” Tyrell Rhodes is a graduating high school senior from Fairview Heights, Ill. Tyrell, who has cerebral palsy, plans for a career in aviation as an air traffic controller, and wants to pursue a parallel career as a motivational speaker to encourage others to challenge themselves no matter what obstacles they face. In 2011, he submitted the winning essay in a Southwest Airlines competition and was the student speaker Continued on Page 47
June 2012
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7
Celebrating Twenty-Eight Years of In Flight USA
8
June 2012
BUILDING SKILLS By Craig L. Fuller President and CEO AOPA
F
or the past year I’ve been getting comfortable flying my Husky. When I bought the airplane it was a real departure for me. I’d never before had a plane so well suited to enjoying the backcountry. Nor had I ever flown a tailwheel. So the past year has been a real journey for me, in more ways than one. Recently I had a chance to build on the skills I’ve been learning. After weeks of non-stop business travel, I found myself in Billings, Mo., and I decided to take a day “off.” I borrowed a friend’s Aviat Husky
A1-B and teamed up with an experienced backcountry pilot for some training. An exceptionally thorough preflight designed to check those items most critical for mountain flying was a fitting start to our session. Before launching, we also had a detailed briefing about where we would be going and how we would get there. (No airways on this trip, just old-fashioned navigation using a map to pick out landmarks.) We talked about the need to fly low over remote grass strips to chase off any wildlife and look for any rise or dropoff. We reviewed the ways to figure out what the wind is doing when there’s no windsock and not another soul within
50 miles. And, of course, we talked about the importance of looking for obstacles we must clear on final approach and where we can turn around once on the ground. This kind of flying is just a totally different experience than my day-to-day trips from one well-traveled, wellequipped airport to another. Before we practiced those grass strip takeoffs and landings, we spent some time canyon flying. We had to keep to one side of the canyon, making sure there’s always a place to turn around toward lower terrain. Having an exit strategy is critical for this kind of flying. For me, having the chance to keep
building my skills, even after decades of flying, is one of the things I enjoy most. The Husky has proven to be a great vehicle for growing my flying skills, but you don’t have to invest in a different plane to expand your own horizons. No matter how long you’ve been flying, there’s always more to learn. And there’s always a pilot with specialized experience who can teach you. I encourage you to seek out new experiences and learning opportunities under the guidance of an expert. When it comes to flying, you can never know everything. But that doesn’t mean you shouldn’t try.
FAA ISSUES GENERAL AVIATION AIRPORTS STUDY On May 16, the Federal Aviation Administration (FAA) released a study called General Aviation Airports: A National Asset. The FAA conducted the 18-month study to capture the many diverse functions of general aviation (GA) airports. As a result, the general public will have a better understanding of GA airports in the community and within the national air transportation system. Throughout the last century, GA airports have evolved from unpaved landing strips to aviation hubs. This in-depth analysis highlights the pivotal role GA airports play in our society, economy, and the entire aviation system. The FAA has conducted previous commercial service airport studies, and now has analyzed both aviation segments with the completion of this GA study.
This strategic tool will help the FAA, state aeronautical agencies, and airport sponsors make planning decisions. The FAA worked with aviation-industry stakeholders including state aeronautical agencies, aviation associations, aviation user groups, airport directors, airport authorities, airport planners, academia, other federal agencies, and local councils of government. GA airports can serve many different functions and advance the public interest, ensuring that Americans nationwide have access to medical flights, search and rescue, disaster relief, aerial firefighting, law enforcement, community access, commercial and industrial activity, flight instruction, and air cargo. The study also aligns the 2,455 GA airports based on their existing activity levels – national,
FAA REPORT: GA
By Dan Namowitz, AOPA
O
ver the last century, general aviation airports have evolved from unpaved strips to a vital network of aviation hubs that contributed $38.8 billion to the economy in 2009, says a new FAA study. The study introduced a new set of airport classifications to chronicle GA’s role in the aviation system. “This in-depth analysis highlights the pivotal role GA airports play in our society, economy, and the entire aviation system,” said the FAA in a news release accompanying the release of the report, “General Aviation Airports: A National Asset.” (To read the report visit www.faa.gov/airports/planning_capaci-
regional, local, and basic. The categories reflect the current aviation activity at the airport, such as the number and type of based aircraft, number of passenger boardings, and the type of flights: • National airports give communities access to national and international markets; • Regional airports connect communities to statewide and interstate markets; • Local airports provide access to intrastate and interstate markets; • Basic airports link communities with the national airport system and support general aviation activities. The FAA plans to further study some GA airports to better understand their role. The FAA will begin working in the fall of 2012 with airport sponsors and
AN
ty/ga_study/) The FAA will use four airport classifications instead of two for GA in the National Plan of Integrated Airport Systems (NPIAS), its biennial report to Congress. Airports included in the NPIAS are considered significant to national air transportation and therefore eligible for federal airport improvement grants. In the future the FAA may use these categories as it considers regulatory and funding policies for GA airports. The new study, in which AOPA and other industry stakeholders participated over an 18-month period, was released May 15 at the Aero Club of Washington, D.C. “The FAA’s report will be a valuable resource for explaining the value of gen-
ASSET
TO
state aeronautic divisions to identify the activities these 497 airports support, and how they serve the public interest. The study does not affect an airport sponsors’ eligibility to receive federal funding, and does not remove any airports from the federal five-year planning document called the National Plan of Integrated Airport Systems. The FAA will incorporate findings of the study into existing GA airport guidance. The United States has the largest and most diverse network of airports in the world and general aviation is a critical component. GA airports do more than relieve congestion at other airports, and in 2009 contributed $38.8 billion to the economy.
NATION
eral aviation airports,” said Greg Pecoraro, AOPA vice president of airports and state advocacy. “We encourage AOPA members and Airport Support Network volunteers to read the report and discuss it with their airport manager and local decision makers.” Of the 3,330 airports in the NPIAS, 378 are primary airports, supporting scheduled air carrier service. For 2,455 of the remaining 2,952 landing facilities, the report replaces former airport designations of reliever and GA airports with the four new categories. Under the new system, 84 airports are classified as national airports, with high activity including numerous jets and multiengine propeller aircraft, and averaging about 200 based aircraft including 30 jets.
The study classified 467 airports as regional, serving national markets, and with high levels of activity including some jets and multiengine propeller aircraft. They had an average of 90 based aircraft, including three jets. There were 1,236 airports identified as local, serving regional markets and having moderate levels of activity including some multiengine propeller aircraft. The airports had about 33 based propeller-driven aircraft. The report identified 668 basic airports, often serving “critical aeronautical functions within local and regional markets” and having about 10 propeller-driven airports based at the fields. About 500 other airports must still be categorized Continued on Page 10
June 2012
www.inflightusa.com
9
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Craig L. Fuller AOPA President and CEO
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he combination of increased flight activity and fewer accidents added up to lower noncommercial accident rates in both airplanes and helicopters in 2010, according to a preliminary report issued May 16 by the Air Safety Institute. The accident rates of commercial GA flights—charter, crop-dusting, and external load operations conducted for pay—maintained the improvements seen over the past five years. Publication of the Air Safety Institute’s annual Joseph T. Nall Report, which contains detailed analysis of a single year’s GA accidents, has been postponed while the National Transportation Safety Board completes its investigations of 2010’s fatal accidents. In the meantime, the Air Safety Institute has compiled a concise statistical summary of the GA accident record of 2010 and a preliminary tally of accidents in 2011. The report is available for download at www.aopa.org. There were 1,160 accidents on noncommercial fixed-wing flights in 2010, a decrease of 21 from 2009, and 19 fewer fatal accidents (214, down from 233). Unlike most recent years, when decreasing numbers of accidents resulted chiefly from reduced flight activity, FAA estimates indicate that the number of hours flown actually increased by three percent. The estimated rate of 6.30 accidents per 100,000 flight hours was 4.5 percent lower than the previous year’s estimate of 6.60, but remained in line with the average of the past 10 years. The estimated fatal accident rate decreased by more than 10 percent, from 1.30 to 1.16 per 100,000 hours, one of the lowest on record. The accident rate on noncommercial
helicopter flights improved dramatically; for the first time, helicopters had fewer accidents per hours flown than airplanes. Estimated flight activity increased more than seven percent while the number of accidents dropped some 20 percent, down from 127 in 2009 to 99 in 2010. Twenty of these were fatal, up from 16 the year before. While the fatal accident rate of 1.07 per 100,000 hours was slightly higher than last year’s near-record low, the overall accident rate dropped to 5.29, the lowest seen in either airplanes or helicopters in more than 20 years. Since 2005, helicopters flown commercially have averaged fewer than three accidents and 0.5 fatal accidents per 100,000 flight hours. That streak continued in 2010. Estimated rates of 2.28 accidents and 0.33 fatal accidents represented 35 and five events, respectively. More than two-thirds of all accidents (but only two of the fatal accidents) occurred on crop-dusting flights. Just four accidents occurred during external-load operations, but two of those were fatal. Two-thirds of commercial fixedwing accidents also occurred during aerial application. Three pilots (but no one else) were killed in these. 2010 was not as kind to Part 135 charter and cargo operations as 2009 had been; 12 people died in four separate accidents following a year with no fatalities. The combined accident rates for both types of commercial fixedwing operations were almost unchanged from the year before. Analysis of the causes of these accidents is now under way at the Air Safety Institute. In the meantime, more details on the aircraft involved, weather conditions, and pilot qualifications can be found in the preliminary report.
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Continued from Page 8 under the new system – a process the FAA plans to begin this fall. The report provided a comparative perspective on investment in GA infrastructure, pointing out that GA operators “spend more to fly at the general aviation airports than the Federal Government invested at these airports.” In 2009, “nonairline operators spent $12 billion flying an estimated 27 million flights at the 2,952 general aviation airports, while the Federal Government invested about $1.1 billion to help state and local governments maintain and improve those airports,” it said.
About 75 percent of those investments facilitated airfield improvements including runways, taxiways, and aprons. The FAA plans to incorporate the new categories into its process for identifying the national airport system’s development and funding needs for the next five years. The airport classifications will be reevaluated every two years to reflect airports’ changing roles and needs. No airports will be removed from the NPIAS as a result of the study, nor does it affect an airport sponsor’s eligibility for federal funding, the FAA said.
June 2012
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FAA STEPS UP ENFORCEMENT
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LASER PENALTIES
The number of laser incidents rose in 2011 The Federal Aviation Administration (FAA) has directed its investigators and staff to pursue stiffer penalties for individuals who purposefully point laser devices at aircraft. “Shining a laser at an airplane is not a laughing matter. It’s dangerous for both pilots and passengers, and we will not tolerate it,” said U.S. Transportation Secretary Ray LaHood. “We will pursue the toughest penalties against anyone caught putting the safety of the flying public at risk.” The number of reported laser incidents nationwide rose from 2,836 in 2010, to 3,592 in 2011. Laser incident reports have increased steadily since the FAA created a formal reporting system in 2005 to collect information from pilots. The FAA supports the Department of Justice in its efforts to seek stern punishment for anyone who intentionally points a laser device into the cockpit of an aircraft. “We will continue to fine people who do this, and we applaud our colleagues at the Justice Department who
have aggressively prosecuted laser incidents under a new law that makes this a specific federal crime,” said FAA Acting Administrator Michael Huerta. The FAA has initiated enforcement action against 28 people charged with aiming a laser device at an aircraft since June 2011, and this week the agency directed FAA investigators and attorneys to pursue the stiffest possible sanctions for deliberate violations. The FAA has opened investigations in dozens of additional cases. The FAA announced last June it would begin to impose civil penalties against individuals who point a laser device at an aircraft. The maximum penalty for one laser strike is $11,000, and the FAA has proposed civil penalties against individuals for multiple laser incidents, with $30,800 the highest penalty proposed to date. In many of these cases, pilots have reported temporary blindness or had to take evasive measures to avoid the intense laser light. The guidance for FAA investigators and attorneys indicates laser violations
should not be addressed through warning notices or counseling. It also directs moderately high civil penalties for inadvertent violations, but maximum penalties for deliberate violations. Violators who are pilots or mechanics face revocation of their
FAA certificates, as well as civil penalties. Local, state and federal prosecutors also have sentenced laser violators to jail time, community service, probation and additional financial penalties for court costs and restitution. P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254
Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor ........................................................................................................Toni F. Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen ..................................................................................................................................Russ Albertson Staff Contributors ......................................................................S. Mark Rhodes, Roy A. Barnes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, ........................................................................................Alan Smith, Herb Foreman, Pete Trabuco Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Production Editors ..............................................................................Anne Dobbins, Toni Sieling Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Web Design ..................................................................................................................Josh Nadler In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
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June 2012
PENNSYLVANIA HOUSE PASSES AVIATION TAX EXEMPTION By Dan Namowitz (AOPA)
T
he Pennsylvania House passed a bill, by a vote of 179 to 19, to exempt aircraft purchases and maintenance from the state’s six percent sales tax in action supporters said would return jobs and competitiveness to the state’s aviation industry. AOPA and the Aviation Council of Pennsylvania have aggressively worked for passage of House Bill 1100 since its introduction in April 2011. The bill cleared the House May 21 and will now be referred to the Senate. The measure was sponsored by Rep. Peter J. Daley (DDonora), and has been supported by about 60 co-sponsors from both sides of the aisle. AOPA reported in October 2011 that during hearings, legislators heard testimony from businesses and aviation colleges who said that while other northeast-
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ern states passed competitive provisions, Pennsylvania was experiencing a flight of aviation companies and skilled industry workers. Mark Kimberling, AOPA director of state government affairs, testified before a House committee that while Pennsylvania has more airports than states like Connecticut and Massachusetts, they have significantly fewer aviation workers employed in the state, who work elsewhere for “good, livable wages.” Kimberling also recently visited Harrisburg to meet with House leadership on the issue, whom he states, are “fully committed to the legislation as a vitally important jobs measure.” Kimberling went on to say that AOPA and the Aviation Council of Pennsylvania will now turn their full attention to the Senate.
PIPER AIRCRAFT CONTINUES GROWTH IN DELIVERIES, REVENUE Piper Aircraft Inc. grew its new aircraft deliveries and sales revenue during the first quarter of 2012, ended March 31. First quarter 2012 performance continued a positive trend set in the first quarters of 2010 and 2011 when Piper significantly increased new aircraft market share in a declining overall market. Airplane deliveries increased more than 40 percent to 37 aircraft in the first quarter of 2012, from 26 airplanes during the first quarter of 2011. New aircraft sales revenue grew more than 20 percent to $31,578,203, when compared to sales of $26,159,703 during the same period the previous year. “Piper’s performance in the first quarter of 2012 gives us a good start on the year. It also continues an upward trend in first quarter results for the past three years,” said Piper President and CEO Simon Caldecott. “In the first quarter of 2012 Piper’s international aircraft deliveries continued to outpace those in the United States and that, again, reinforces the success of our strong globalization strategy,” he said. “Thus far this year In Europe, for example, our delivery and order-taking performance for M-Class business airplanes and also our smaller aircraft is far outstrip-
ping our sales projections for that part of the world, and we are pleased with that. During the first quarter, Piper delivered 21 airplanes internationally and 16 within the United States. Six of the 37 total deliveries were for the company’s flagship Piper Meridian single-engine M-Class turboprop, while the company delivered 12 Piper Mirages, the popular single-engine pressurized piston-powered M-Class business aircraft.
Piper First Quarter 2012 Deliveries and New Aircraft Revenues Model Warrior III Arrow Archer Seneca V Seminole Mirage Matrix Meridian Total Units Total Billings
Q1 8 1 2 4 2 12 2 6 37 $31,578,203
For further information, contact Jackie Carlon at 772/299-2900 or by email at Jackie.Carlon@piper.com
June 2012
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GAMA ISSUES FIRST QUARTER SHIPMENTS AND BILLINGS The General Aviation Manufacturers Association (GAMA) released the industry’s shipment and billings figures for the first quarter on May 10. In the first three months of 2012, total worldwide general aviation (GA) airplane shipments fell 2.1 percent, from 377 units in 2011 to 369 units this year. Billings for general aviation airplanes totaled $3.39 billion in the first three months, down 8.0 percent. Piston-powered airplane shipments totaled 184 units in the first three months of 2012 compared to 188 units delivered during the same time period in 2011, a 2.1 percent decrease. Turboprop shipments were up 3.3 percent from 61 units in 2011 to 63 units in 2012. Business jet shipments totaled 122 units, a 4.7 percent decrease over the 128 units delivered during this same period in 2011. “The first quarter shipment data shows mixed performance across the segments,” said GAMA's President and CEO, Pete Bunce. “One continuing concern is the lack of available financing around the world. An important step forward would be for the U.S. Congress to
quickly reauthorize the Export-Import Bank. The lending authority of the bank spurs sales, which are essential to revitalizing the manufacturing sector. The House passed their version of the legislation yesterday and we urge the Senate to quickly follow-suit."
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2011 2012 CHANGE Pistons 188 184 -2.1% Turboprops 61 63 +3.3% Business Jets 128 122 -4.7% Total Shipped 377 369 -2.1% Total Billings $3.68B $3.39B -8.0% Notes: The 2012 shipment report includes two additional manufacturers, Thrush Aircraft and Air Tractor. Additionally, Gulfstream Aerospace deliveries are now identified at time of "outfitted" as opposed to "green." The 2011 shipment report has been updated for Gulfstream Aerospace and now includes Thrush Aircraft deliveries.
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HAWKER BEECHCRAFT RECEIVES COURT APPROVAL OF FIRST-DAY MOTIONS Hawker Beechcraft, Inc. has announced that the U.S. Bankruptcy Court for the Southern District of New York has granted approval of the company’s “First Day Motions” as part of the company’s voluntary filing for reorganization under Chapter 11 of the U.S. Bankruptcy Code. Approval of these motions will enable Hawker Beechcraft to continue to operate in the ordinary course of business during the reorganization process. Among the first-day motions granted, Hawker Beechcraft received approval to continue to pay employees, and to pay all vendors and suppliers in the ordinary course for goods and services delivered after the commencement of the Chapter 11 case. The company will utilize a commitment for $400 million in Debtor-in-Possession (DIP) financing, negotiated as part of the prearranged restructuring, to meet these obligations. Hawker Beechcraft’s cases are
being presided over by the Honorable Judge Stuart Bernstein of the U.S. Bankruptcy Court for the Southern District of New York. Hawker Beechcraft’s jointly administered case number is Hawker Beechcraft Inc., 1211873. On May 3, 2012, Hawker Beechcraft, Inc. and a significant number of its senior secured lenders and senior bondholders agreed to the terms of a financial restructuring plan that will eliminate approximately $2.5 billion in debt and approximately $125 million of annual cash interest expense and strengthen the company for the future. The company’s legal representative is Kirkland & Ellis LLP, its financial advisor is Perella Weinberg Partners LP, and its restructuring advisor is Alvarez & Marsal. For more information, visit www.hawkerbeechcraft.com.
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June 2012
NTSB SPOTLIGHTS SAFETY FOR HOMEBUILT AIRCRAFT Board credits EAA for safety programs and leadership in GA community
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of this innovative and vibrant segment of the aviation community.” Hersman and other board members specifically cited EAA’s contributions to amateur-built aircraft safety, and recommended four areas where EAA can expand its programs and play a leading role in enhancing safety. “We appreciate the NTSB board’s unanimous acknowledgement that the amateur-built aircraft community is an important element in the growth and innovation for all of aviation,” said EAA President/CEO Rod Hightower. “We appreciate the praise that the board publicly gave to EAA’s programs and efforts on behalf of safety. We understand the need to balance safety with the freedoms that allow Americans to use their imagination and skills to create aircraft that bring new technology and designs.” EAA and its Homebuilt Aircraft Council will continue to study the recommendations for what effect they may have on the design, building and certification of amateur-built aircraft. Any action must ensure that the freedom to participate in the amateur-built aircraft community does not create additional burdens or hurdles. To read the NTSB study and its findings, visit www.ntsb.gov/news/events/ 2012/EAB_Study/index.html
NTSB SAFETY STUDY ON EXPERIMENTAL AMATEUR-BUILT AIRCRAFT
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The National Transportation Safety Board on May 22 highlighted 16 recommendations to improve homebuilt aircraft safety, but also complimented EAA and its programs as helping to make the amateurbuilt aircraft community a safer place. The NTSB made its recommendations at a full board meeting in Washington, D.C., following a briefing by agency staff on an extensive safety study of homebuilt aircraft that began in 2011. EAA assisted NTSB with an initial survey by encouraging involvement of EAA members, in an effort to establish an accurate, comprehensive database of the homebuilt community. More than 5,000 EAA members participated in the survey. Among the areas of focus within the 16 NTSB recommendations were flight testing procedures and plans, development of operational limitations and flight manuals for homebuilts, transition training, expanding availability of transition training, and use of electronic data to develop flight test plans and operations manuals. “One of the most important findings of this study is the number of seasoned and experienced pilots getting into accidents so early in the life of structurally sound airplanes,” said NTSB Chairman Deborah Hersman. “The recommendations we issue today can improve safety while encouraging the continued growth
•
Experimental amateur-built (E-AB) aircraft represent nearly 10 percent of the U.S. general aviation fleet, but these aircraft accounted for approximately 15 percent of the total and 21 percent of the fatal U.S. general aviation (GA) accidents in 2011. Experimental amateurbuilt aircraft represent a growing segment of the United States’ general aviation fleet-a segment that now numbers nearly 33,000 aircraft. The NTSB undertook this study because of the popularity of E-AB aircraft, concerns over their safety record, and the absence of a contemporary and definitive analysis of E-AB aircraft safety.
The study employed several different methods and data collection procedures to carefully examine this segment of U.S. civil aviation. This comprehensive approach resulted in a detailed characterization of the current E-AB aircraft fleet, pilot population, and associated accidents. Four sources of data formed the basis of this study. First, the NTSB performed a retrospective analysis of accident and activity data over the last decade to compare the accident experience of EAB aircraft with that of similar non-EAB aircraft used in similar GA flight operations. Second, the NTSB conducted Continued on Page 16
June 2012
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Celebrating Twenty-Eight Years of In Flight USA
June 2012
NTSB Safety Study Continued from Page 14 in-depth investigations of all E-AB aircraft accidents during 2011, which provided a case-series of accidents for more detailed analysis. Third, a broad survey of the community of aircraft owners and builders was conducted by the Experimental Aircraft Association (EAA) in July and August 2011, and the data were made available to the NTSB for analysis to understand the population of E-AB aircraft builders and owners. Finally, discussions with EAA representatives, Federal Aviation Administration (FAA) officials, E AB aircraft builders and owners, kit manufacturers, and representatives of E-AB aircraft type clubs provided insights on E-AB aircraft safety issues and solutions. In response to the findings of this study, the NTSB is issuing 12 recommendations to the Federal Aviation Administration and four recommendations to the Experimental Aircraft Association. Recommendation areas include expanding the documentation requirements for initial aircraft airworthiness certification, verifying the completion of Phase I flight testing, improving pilots’ access to transition training and supporting efforts to facilitate that training, encouraging the use of recorded data during flight testing, ensuring that buyers of used E-AB aircraft receive necessary performance documentation, and improving aircraft identification in registry records.
Conclusions: 1. The risk of E-AB aircraft accidents could be reduced by verifying that all E-AB aircraft are adequately tested according to a flight test plan, and that the resulting test data are used to create an accurate and complete aircraft flight manual. 2. Data obtained from glass cockpit avionics, electronic flight instruments, or other recording devices can significantly enhance the efficient accomplishment of flight test objectives, as well as the monitoring of parameters important to the continuing airworthiness of the E-AB aircraft, provided that they are demonstrated to be precise and reliable, record at sufficiently high sampling rates, and are easily downloaded by the aircraft owner. 3. A functional test of the aircraft fuel system could identify design deficiencies, leaks, and malfunctions prior to flight that would prevent fuel systemand powerplant-related accidents early in the operational life of an aircraft.EFW 4. Accident case studies included in this report indicate that not all builders
of E-AB aircraft create a detailed aircraft flight manual during Phase I flight testing. 5. Absent a review and assessment by the FAA, the adequacy of the flight test program stipulated in Order 8130.2G cannot be ascertained or ensured. 6. The Phase I flight test period is uniquely challenging for most pilots because they must learn to manage the handling characteristics of an unfamiliar aircraft while also managing the challenges of the flight test environment, including instrumentation that is not yet calibrated, controls that may need adjustment, and possible malfunctions or adverse handling characteristics. 7. The E-AB aircraft safety record could be improved by providing pilots with additional training resources to safely perform Phase I test pilot functions. 8. The safety of E-AB aircraft flight testing could be improved for some pilots and flight test circumstances if a qualified second pilot was authorized to accompany the pilot for the purpose of flight testing and not training. 9. Because no mechanism, other than the builder’s self-certification, currently exists to ensure that the aircraft has been adequately tested and determined to be safe to fly within the aircraft’s flight envelope or that the flight test data is used to develop an accurate and complete aircraft flight manual and to establish emergency procedures, it is likely that these flight test objectives are not achieved for some E-AB aircraft. 10. The difference between the EAA survey respondents and the 2011 accident pilots suggests that pilots who did not seek training were overrepresented in the accidents, and that E-AB aircraft accidents involving of loss of aircraft control could be reduced if more pilots received transition training. 11. The difficulty of finding suitable E-AB aircraft and instructors available for training presents a barrier to pilots seeking transition training. 12. The FAA guidance currently available to qualified E-AB aircraft owner/instructors to obtain a Letter of Deviation Authority to conduct flight training is deficient and variable from one FAARLS region to another. 13. Purchasers of used E-AB aircraft face particular challenges in transitioning to the unfamiliar E-AB aircraft. LikeRLS builders of new E-AB aircraft, they must learn to manage the unique handling characteristics of their aircraft and also learn the systems, structure, and equipment without the firsthand knowledge afforded to the builder. Continued on Page 18
June 2012
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Contrails
by Steve Weaver
FLYING WITH
I
17
don’t know, but when I look back at the almost 50 years I’ve spent in aviation, it seems to me that my career didn’t unfold as it really should have. Rather than the orderly, planned and supervised tempering of my peers, my progression into and through the various aviation endeavors always seemed to happen in spasmodic bursts that often left me with Alice in Wonderland-like bewilderment. Looking around at my next role, as a flight instructor, or a survey pilot or whatever new phase I found myself in, I found myself totally clueless about how to properly proceed. For one thing, I had no real mentors, other than the odd instructors that popped up at vital times, and then were gone. I was a restless student pilot with my own airplane, and by keeping it at small, out of the way strips I managed to stay under the radar for about 300 hours of dangerous wandering before settling down enough to get my private license. Adding the commercial license seemed like a natural thing to do since my logbook was fat with hours, and when the examiner told me I flew well enough to pass the flight instructor’s exam, I decided to get that rating too. Up to this point, most all of my aviation formatting had taken place in wild and wonderful West Virginia. And while it was truly a beautiful and peaceful place to fly and to live, the 60s there offered scant opportunity for me to attach myself to a successful FBO and learn the nuances of the aviation business from people who had actually done it. I pondered what to do with my new ratings. And so it was that the late 60s found me teaching flying at a small sod airport in central West Virginia, where I was probably learning more from my students than my students were learning from me. I had leased the almost deserted field and with the entrepreneurial zeal of the young and the dumb, I had started a flying school, which I had inexplicitly named, “The Charlie Brown Flying School.” To everyone’s amazement – mine most of all – students swarmed the place. I was instructing in a Champ and a Citabria and my prices were much lower than the surrounding schools with their new Cherokees and Cessna 150s and the little business boomed. Then, never being one to leave well enough alone, I started thinking about a charter service. That because I was getting repeated requests from local businessmen and they all told me they would
THE
NEWLY DEAD
use charter if I would offer it. They were desperate you see, because at this time the interstate highway system had not yet arrived in West Virginia and driving a hundred straight line miles meant three hours and 150 miles of nausea inducing, serpentine, secondary roads. This was a harvest awaiting the reaper I thought, and I decided to get an airplane suitable for transporting passengers. After looking and comparing different aircraft I decided on a five year old Cherokee Six that I found in Trade-A-Plane. The Six had arrived at our airport with much fanfare and as I was admiring it and getting ready to hang out my new “Charter Flights Available” shingle, a friend who worked for a large charter operator out of state came by. As we stood talking about my new venture into the people transport business, he asked if I’d had trouble getting my 135 certificate from the Feds. My deer-in-the-headlights look was followed with a gulped, “what’s a 135 certificate?” My friend proceeded to enlighten me about how the days of needing just a Commercial License and an airplane was enough to do charter were over, and had been since half the country stars in Nashville had been wiped out by airplane crashes. I discontentedly placed a call to the FAA. During the next several weeks I proceeded to get the education that I should have gotten before I bought the airplane that was now setting in the hangar, munching on cash flow and contributing nothing. Six long and frustrating months later I was holding the vaunted certificate in my hand and I put out the word that we were now open for the charter business. The trips started to come in, slowly at first, then increasingly, and the flights started fanning out like spokes from a hub in the middle of West Virginia. As I 135-ed my way around the country I was learning, but I had the nagging feeling that what I learned today I really could have used yesterday. All this was legally done, as hard as it is to believe now, without benefit of an Instrument ticket. Early on, one part of the charter business that started off briskly and remained steady was the transport of the deceased for the local funeral homes. In those days, West Virginia was pretty much a one-industry state and a boy learned early that upon graduation his employment choices pretty much were, coal mines, moonshine or moving on down the line. Thousands of our people
moved down that line, to Ohio, to Michigan, to the Carolinas and to other progressive states in order to gain work. They lived their lives apart from their beloved land and most of them hated it. Almost all of them though, came home when they died, to be buried beside loved ones in the hallowed soil that had failed to support them. It became our job to provide them their last ride home. Our transport service (as it was called in the funeral business) provided some of the most interesting flying that I did and led to some heart stopping (for me) moments that I remember well. One such occasion occurred at night while transporting in the 172. By experimenting we had found that fitting a prone and totally inflexible passenger into a 172 was very difficult, but not impossible. To get the stretcher with the sheet shrouded body strapped to it into the airplane, the copilot’s seat was removed and the head of the stretcher placed on the floor by the rudder pedals with the foot resting on the back seat. This created what would have been a very uncomfortable head down angle for the deceased if they hadn’t been deceased, but gave just enough clearance to make the whole thing work. This position of the stretcher created of course, a very intimate setting for the transported and the transporter. On this particular flight, over the forbidding Appalachians one dark and stormy night, I found myself thinking about an old movie that I had attended with my parents when I was very young. Really, the only part that I remembered in any detail was the scene where an old horse drawn funeral coach was plodding through the night, flickering carriage lanterns accompanied by intermittent lightning from an approaching storm. The driver was bowed miserably over his reins and the music told us that something really bad was about to happen. The camera was focused from about where the horse’s backs would have been and it showed the grim countenance of the driver with the wrapped form of the dead man in the back behind him. Suddenly and horribly the body sat up and even more horribly, the driver didn’t know it. I couldn’t remember anything else, so I can’t say what the fate of the driver turned out to be, but as I flew along I was reflecting how odd it was that I’d be in a situation so eerily reminiscent of that long-ago movie. In this setting then, out of the corner
of my eye I saw in the red glow of the overhead instrument light, something moving – something to my right and way down low. Something that was just about, well, I had to face it, it was just about where the dead man’s head was resting. I can’t say how long it was until I actually looked over and down and saw the hair on the corpse blowing in the stream of air from the overhead vent, but enough time passed to convince me that I probably wouldn’t consider undertaking as a second profession and also that I had a very strong heart that was at that moment making every effort to beat its way out of my chest. Another recalled flight happened when I was taking a rare day off and was at the family farm. I got a call from my not-really-big-on-details airport helper, Russ. The funeral home had called, he said, and we needed to pick up a body at such and so airport in Delaware. I inquired which funeral home that might be, and I really should have known from the three beat hesitation before he replied that I needed to confirmed it with the home. Ford Funeral Home, he replied confidently. They were one of our regular customers and located in the town of Grafton. I didn’t confirm it. I scrambled to the airport and made my way to Delaware where the pickup went smoothly. By late afternoon I was in the pattern for Roy Airport, a 1,600 foot dirt strip that served as Grafton’s airport and where you put it down on the numbers each time and every time, because it was a one way airport and there was no go around here, due to a very high hill at the south end. The owner and strips namesake, Bob Roy met me as I taxied up to the barn that served as the airport’s headquarters, delighted as always to have activity at his airstrip. Looking around I failed to see the funeral home’s hearse, which I thought was odd, since the director was always there to meet me when I made a delivery. We walked out to the house where I called the funeral home. Mr. Ford was out and the person I spoke with didn’t know about the delivery. I asked them to have Mr. Ford call when he came in and we trooped back to the airplane. Since the day was warm, I asked Bob if we could transfer the body to the Continued on Page 18
Celebrating Twenty-Eight Years of In Flight USA
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Contrails
Continued from Page 17 basement of his house where it would be cooler while we awaited the hearse. This was accomplished and Bob and I sat beside the couch where the body rested and visited in reverent tones, much as if conducting and impromptu wake. At this moment Bob’s wife, whom we belatedly realized hadn’t been made privy to the arrangements concerning the visiting dead
man, walked into the room. I’m almost sure she would have swooned but for the fact that the only couch was occupied. A few minutes later Mr. Ford called and, no surprise at this point, it wasn’t his body. I then called another funeral home in Elkins which also used us quite often, and through judicious phrasing, managed to find out for sure that it was they who were expecting the body without them
realizing that we were asking the question. We then loaded up the now overly transported, who by this time if he could have, surely would have been inquiring if we knew what the hell we were doing, and made our way to Elkins. There also remain several snap shots in my brain of my time in the transport business, those few seconds when something bazaar occurs during a routine
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flight and which your mind chooses to remember totally out of context. In one I see me crouching over the transported, laying on him really, and reaching through the aft bulkhead of the Six, trying to free a frozen trim while my copilot flew the airplane above the snowy mountains. In another (I still feel bad about this) I see myself running across one very cold and windy ramp, trying to reclaim the sheet that had so recently wrapped the aged and otherwise naked body of the transported. I always tried to do this important job with the reverence that it deserved, but without the protection of a casket the dignity of the deceased sometimes suffered. I suppose that today this sort of transport isn’t done. At least I hope it isn’t before it’s time for my final flight.
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14. Transfers of ownership, and thus responsibility for the completion of flight test requirements during Phase I, do not ensure an opportunity for FAA review and acceptance of the continuing appropriateness of Phase I operating limitations and requirements for the new owner of the aircraft. 15. Absent an appropriate aircraft flight manual, purchasers of used E-AB aircraft are not provided with sufficient information to understand the aircraft’s controllability throughout all maneuvers, to detect any hazardous operating characteristics, or to understand emergency procedures. 16. Accurate identification of experimental amateur-built aircraft would greatly improve the ability to assess the continued safety of experimental aircraft and identify design-specific safety issues.
Recommendations: To the Federal Aviation Administration: 1. Revise 14 Code of Federal Regulations 21.193, Federal Aviation Administration Order 8130.2G, and related guidance or regulations, as necessary, to define aircraft fuel system functional test procedures, and require applicants for an airworthiness certificate for a powered experimental, operating amateur-built aircraft to conduct that Continued on Page 19
June 2012
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NTSB Safety Study aircraft flight manual.
Continued from Page 18 test and submit a report of the results for Federal Aviation Administration acceptance. 2. Revise 14 Code of Federal Regulations 21.193 and related guidance or regulation, as necessary, to require applicants for an airworthiness certificate for experimental, operating amateur-built aircraft to CAH submit for Federal Aviation Administration acceptance CAH a flight test plan that will (1)CAH ensure the aircraft has been adequately tested and has been determined to be safe to fly within the aircraft’s flight envelope, and (2) produce flight test data to develop an accurate and complete aircraft flight manual and to establish emergency procedures and make a copy of this flight test plan part of the aircraft’s certification file. 3. Identify and apply incentives to encourage owners, builders, and pilots of experimental amateur-built aircraft to complete flight test training, such as that available in the Experimental Aircraft Association’s Test Flying and Developing Pilot Operating Handbook, prior to conducting flight tests of experimental amateur-built aircraft. 4. Revise Federal Aviation Administration Order 8130.2G, and related guidance and regulations, as necessary, to clarify those circumstances in which a second qualified pilot could be authorized to assist in the performance of flight tests when specified in the flight test plan and Phase I operating limitations. 5. Revise Federal Aviation Administration Order 8130.2G and related guidance or regulations, as necessary, to require the review and acceptance of the completed test plan documents and aircraft flight manual (or its equivalent) that documents the aircraft’s performance data and operating envelope, and that establishes emergency procedures, prior to the issuance of Phase II operating limitations. 6. Revise Federal Aviation Administration Advisory Circular 90-89A, Amateur-Built Aircraft and Ultralight Flight Testing Handbook, to include guidance for the use of recorded flight data for the purposes of flight testing and maintaining continued airworthiness of experimental aircraft. 7. Revise Federal Aviation Administration Order 8130.2G and related guidance, as necessary, to include provisions for the use of electronic data recordings from electronic flight displays, engine instruments, or other recording devices in support of Phase I flight testing of experimental amateurbuilt aircraft to document the aircraft performance data and operating envelope and develop an accurate and complete
8. Develop and publish an advisory circular, or similar guidance, for the issuance of a Letter of Deviation Authority to conduct flight instruction in an experimental aircraft, to include sample documentation and exemplar training materials. 9. Complete planned action to create a coalition of kit manufacturers, type
clubs, and pilot and owner groups and (1) develop transition training resources and (2) identify and apply incentives to encourage both builders of experimental amateur built aircraft and purchasers of used experimental amateur-built aircraft to complete the training that is developed. 10. Revise 14 Code of Federal Regulations 47.31 and related guidance
19
or regulations, as necessary, to require the review and acceptance of aircraft operating limitations and supporting documentation as a condition of registration or reregistration of an experimental amateurbuilt aircraft. 11. Revise Federal Aviation Administration Order 8130.2G, and related Continued on Page 22
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The 2010 General Aviation Forum held in Beijing.
By Alan Smith
W
hen looking at change and economic growth in China, one first has to understand what kind of nation one is looking at. Start with the sheer size of China – in fifty years, its population has increased from a bit more than 500 million to more than one billion 328 million people. This has occurred despite government laws prohibiting marriage before the age of 29 and then limiting the number of children brought into the new family to one. As one can easily figure out, those regulations were almost impossible to enforce. During the Second World War, China evolved from a nation loosely run by competitive warlords to the centralized country patterned after the communist Russian Soviet Union and run rigidly for years by the late Mao Tse Tung. Following Mao’s death, it was run as an isolationist, self-contained civilization by his successors in the capital of Beijing. They were determined to avoid outside, non-oriental influence. But, as we now see, that became impossible as we moved from separate national economics to global economic alliances. The Beijing government kept trying to isolate China but failed, and the replacements of the previous reactionary government leaders have acknowledged that their huge nation could try to dominate in the economic environment rather than with the old political and military demonstrations of power. Information that was (to the government) radical and uncontrollable began to be available on the internet and government attempts to ban internet communication failed. Of course one of the results was the emergence of individual and corporate business activity and the development of millionaires and even billionaires in China. These people and their organizations got interested in efficient and fast personal transportation and the use of light business
Cirrus Aircraft was recently acquired by a Chinese aircraft manufacturer. This is SR22. 25 were delivered as the T-35 to the USAF. ( Cirrus Aircraft) jets began. However, general aviation in China is still in its start-up phase. At the end of 2010, there were 168 civil airports in China and general aviation airports were still in the planning stage. Compare this with the United States where there were, at that time, 800 civil airports and 19,000 general aviation airports. Now, it is clear that the Chinese government has begun to understand that general aviation can play a significant role (as it does elsewhere in the world) in economic growth. For years Chinese airspace has been tightly controlled right down to the ground by both the military and the government. Now, airspace up to 1,000 meters has been released from control. That move alone sparked worldwide interest in the obviously emerging Chinese market. In 2010 and 2011 forums devoted to the handling of rapidly increasing business flight was held to recognize the problems stemming from restricted airport capability. It was admitted that most airports did not have service facilities for business aircraft and that severe restrictions were imposed on the takeoffs and landings of lighter and often slower business flights. For private aircraft, the filing of flight plans was often required to be done days ahead of the desired departure date. The forum insisted that steps be taken to make business Continued on Page 22
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June 2012
GAMA URGES SWIFT ACTION ON EXPORT-IMPORT BANK REAUTHORIZATION GAMA hailed the bipartisan agreement between Majority Leader Eric Cantor and Minority Whip Steny Hoyer to end an impasse over the reauthorization of the Export-Import Bank. The agreement extends the bankâ&#x20AC;&#x2122;s charter for three years and increases its lending authority to $140 billion. The General Aviation Manufacturers Association (GAMA) has supported the bankâ&#x20AC;&#x2122;s reauthorization because this lending is vital to the industryâ&#x20AC;&#x2122;s ability to grow and maintain exports as general aviation manufacturing recovers from the economic downturn. Additionally, the exports generated are key for job creation and for the Obama Administrationâ&#x20AC;&#x2122;s efforts to double exports by the end of 2014. â&#x20AC;&#x153;General aviation jobs will be put in jeopardy if the Export-Import Bank is not
reauthorized,â&#x20AC;? said Pete Bunce, GAMAâ&#x20AC;&#x2122;s president and CEO. â&#x20AC;&#x153;Furthermore, general aviation manufacturing is one of the few remaining industries that contributes positively to the U.S. balance of trade. Our member companies have dramatially increased their use of Export-Import Bank financing over the past several years. Continued lending authority is essential to the success of general aviation manufacturing to compete globally." The Export-Import Bankâ&#x20AC;&#x2122;s charter was scheduled to lapse on May 31 and was expected to reach its current lending limit by the end of May. â&#x20AC;&#x153;We appreciate the bi-partisan effort in the House to move this legislation and we urge every House member to support it. We also call on the Senate to act quickly in order to avoid any lending disruption,â&#x20AC;? added Bunce.
NTSB Safety Study Continued from Page 19 guidance or regulations, as necessary, to include provisions for modifying the operating limitations of aircraft previously certificated as experimental, operating amateur-built, such as returning the aircraft to Phase I flight testing, as necessary, to address identified safety concerns or to correct deficiencies in the aircraft flight manual or equivalent documents. 12. Revise the Civil Aircraft Registry database to include a means of identifying aircraft manufacturer, make, model, and series-such as the aircraft make, model, and series classification developed by the CAST/ICAO Common Taxonomy Team-that unambiguously identifies the aircraft kit or plans design as well as the builder of the aircraft. To the Experimental Aircraft Association: 13. Identify and apply incentives to encourage owners, builders, and pilots of experimental amateur-built aircraft to complete training, such as that available in the
Experimental Aircraft Associationâ&#x20AC;&#x2122;s Test Flying and Developing Pilot Operating Handbook, prior to conducting flight tests of experimental amateur-built aircraft. 14. Work with your membership, aircraft kit manufacturers, and avionics manufacturers to develop standards for the recording of data in electronic flight displays, engine instruments, or other recording devices to be used in support of flight tests or continued airworthiness of experimental amateur-built aircraft. 15. Create and publish a repository of voluntarily provided information regarding holders of Letters of Deviation Authority to conduct flight instruction in experimental aircraft. 16. Complete planned action to create a coalition of kit manufacturers, type clubs, and pilot and owner groups and (1) develop transition training resources and (2) identify and apply incentives to encourage both builders of experimental amateur-built aircraft and purchasers of used experimental amateur-built aircraft to complete the training that is developed.
General Aviation in China Continued from Page 20 aircraft flight in China convenient, flexible and safe. The 2012 forum is set for June and will be like a business convention. By April of 2011, foreign business flights into China had reached well over 800. In another move forward, at the end of February 2011 the China Aviation Industry General Aircraft Co. (CIAGA)
acquired the financially troubled Cirrus Aircraft Company located in Duluth, Minn. and Grand Forks, N. Dak. CIAGA is a subsidiary of Chinaâ&#x20AC;&#x2122;s Aviation Corporation that has been building military aircraft and airliners for years. Construction will continue at both Cirrus facilities and CIAGA will acquire a number of Cirrus SR22â&#x20AC;&#x2122;s as trainers in Chinaâ&#x20AC;&#x2122;s largest flight school.
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F I R S T
Fax: 415-898-5155 www.tjair.com Email: tjair@tjair.com
351 Airport Road #3 Novato, CA 94945 415-898-5151
1965 PIPER CHEROKEE 180
1997 PIPER MALIBU MIRAGE
LOW TIME AIRFRAME HOURS (2297 TT), 582 hrs SMOH, GPS coupled to Alt Hld Auto-Pilot, Digital IFR radios " MUST SEE"!!!!
1837 TT, 75 SFRAM, Full Garmin Package, Air Data Computer, Gpss Steering. Beautiful!
2791 TT, VFR, 1989 Paint, Always Hangared, Very Clean!
1964 BEECHCRAFT S35 BONANZA
1978 GREAT LAKES 2T-1A 2 AEROBATIC
1995 SOCATA TB-20 TRINIDAD
3873 TT, 1088 SMOH, 2-Axis Autopilot, Garmin 480, IFR Waas GPS, Tip Tanks, Incredible Leather Seating, 1616 lb. useful load, Much More!
484 TT, 9 hours SFOH, Aerobatic, Beautiful, Complete Logs!
2400 TT, 433 Since Restoration, Garmin 480 GPS/Comm/color moving map WAAS approved, Garmin 200 MFD, KX 165 Nav/Comms , KFC 150 A/P-FD, Air Conditioning.
1978 PIPER TURBO ARROW III
T I M E B U Y E R S
LD O S
1960 CESSNA 182 SKYLANE
LD SO
Our Answer Might Surprise You!
7601 TT, 263 SMOH, 263 SPOH, 180 HP Engine w/ Constant Speed Prop., KX 155 w/ GS, Vacuum Sys., New Windows.
1979 VARGA 2150A
1960 BEECHCRAFT 33 DEBONAIR
1969 BEECHCRAFT 36 BONANZA
651 TT; VFR; 1979 paint and interior; Incredibly Low -Time pampered fun airplane! Excellent condition for an original Varga!
5589 TT, 150 Hrs. on Factory Reman Engine and Overhauled Prop., No Logs.
Call for Details, 1/7th Ownership: 8444 TT; 2008 Paint; 2008 Int., Garmin avionics, 300HP engine.
2008 REMOS G-3
1967 MOONEY M20C
1982 WING DERRINGER D-1
386.4 TT, Dynon HS34 AutoPilot, Garmin avionics, Dynon systems.
5642 TT, 136 SMOH, Garmin 430, 320A, SL30, 3 blade, Stand by vac, Hangared.
1976 BEECHCRAFT V35B BONANZA
2008 TEST TST 13 JUNIOR
1975 BEECHCRAFT A36 BONANZA
2490TT, 722 FRMN, 32 SPOH, Garmin 327A, Magellan Sky/Nav 5000 GPS, Century III G/S coupled, 1900 paint. Very nice!
S-LSA (no FAA medical required) single seat, mid wing, T-tailed aircraft. New!
2100 TT, 2008 SNEW, 1975 Paint; 2006 Int; Make offer! Clean Southwest based, low-time, great turbo normalize candidate!
299 TT, 2 place, 170+ KTAS, Light twin engine, last one built, personal Airplane of Dr. Wing.
All specifications and representations are believed to be accurate to the best knowledge of the seller. However, it is the buyerâ&#x20AC;&#x2122;s responsibility to verify all information prior to purchase.
T. J. Neff
F I R S T
1977 AMERICAN CHAMPION 7-GCBC
MAKE ANY OFFER . . .
3420 TT, 571 FRMN, S-Tec 60-2 electrically driven Autopilot w/ Alt Hld, lots of additional equipment! Sharp!
W E
Phone: 415-898-5151
T I M E B U Y E R S
Celebrating Twenty-Eight Years of In Flight USA
24
OODIES AND ADGETS
June 2012 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.
AeroLEDs Sunspot Landing Light Lasts 50,000 Hours The FAA had granted PMA Certification to AeroLEDs Sunspot 36HX landing light. Powered by new LED technology, the Sunspot will last 50,000 hours, allowing pilots to fly with the light on at all times for enhanced visibility. The light also comes with “wig-wag” or pulsing capability and is so bright that it can be seen at great distances in daylight when the aircraft is not visible. The wig-wag feature is at its best when lights are placed on the leading edges of both wings so that the lights alternate pulsing. But a single light can also be set up to pulse on and off by itself. The key is installing a three-way switch on the panel which allows “on”, “off”, and “pulse”. That way the pilot can switch to steady light when on short final. When in pulsing mode, the light draws less power than when providing a steady beam. Sunspot landing lights have been used for years in Experimental and LSA aircraft with enthusiastic reviews for the brightness, low-power requirement and longevity. Many pilots have been told by tower personnel that their wig-wagging can be seen much further away than the old-fashioned incandescent bulbs. The PMA Sunspot HX is available from AeroLEDs for $449 and can now be installed in any certificated aircraft. For more information visit: www.AeroLEDs.com or call 208/850-3294.
Two Place Pulse-Demand, *FADOC Portable Oxygen System for High-Flying Pilots
DIVORCE – PATERNITY MEN’S RIGHTS If you are Involved in a Divorce or Paternity Case... ...you Should Know That: 1. You may have an excellent chance of obtaining child custody; 2. It’s your child...she doesn’t own it; 3. There are numerous legal methods of avoiding alimony; 4. There are numerous legal methods of avoiding loss of your property; 5. If properly represented, you won’t be “taken to the cleaners”, 6. Courts can be legally required not to favor the woman; 7. You can fight against false charges of child abuse or spousal abuse. 8. You can emerge from a divorce emotionally and financially sound; 9. Men do have rights! 10. California cases only.
Contact: Lawyers For Men’s Rights 213-384-8886 or visit us at www.mensrightslawyers.com LAW OFFICES OF STUART J. FABER
Continuing as the forerunner in engineered general aviation oxygen systems, Mountain High has released their two-person portable MH EDS O2D2 Pulse Demand *FADOC Oxygen Delivery System designed for Piper, Cessna, Mooney, Cirrus and Bonanza as well as all other GA aircraft. The MH EDS O2D2 is the only single unit, portable, two-place, carry-on Pulse Demand 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 “Pulse Demand” *FADOC 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 pulse demand system reduces oxygen consumption dramatically. Different from the “standard” constant flow systems, the O2D2 pulse demand 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 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 FADOC unit, breathing cannulas, face masks, and a tote bag. The complete (including aluminum cylinder) portable two-place MH EDS O2D2 Pulse Demand FADOC Oxygen Delivery System starts at $1,100. See Mountain High at EAA Oshkosh, Building C - Booth # 3073. 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 Mountain High Equipment & Supply toll free at 800/468-8185 or E-mail sales@MHoxygen.com. *FADOC = Full Authority Digital Oxygen Control
www.inflightusa.com
June 2012
25
818-896-6442 800-828-6756 fax 818-896-9541 vista@vistaaviation.com Whiteman Airport • 10000 Airpark Way • Pacoima, CA 91331 USA
ASPEN EFD1000 PRO The EFD 1000 Pro PFD gives you all the major tools that help professional pilots fly safely and easily in instrument conditions, at a breakthrough price. The Pro has all the same great features as the Pilot PFD-integral ADAHRS, backup battery, emergency GPS, altitude alerter—plus a whole lot more.
BOSE
LIGHTSPEED DAVID CLARK
GARMIN G500
At last, retrofit glass is now within your grasp. Upgrade your avionics panel to the G500 and start reaping the benefits of enhanced situational awareness, safety and pilot workload reduction. This affordable glass system combines a primary flight display (PFD) and multi-function (MFD) display in one 10-inch wide bezel — dramatically simplifying the cockpit.
Now with Geo-referenced charts
Now Helicopter Certified
AVIDYNE EX-600 BENDIX KING AV8OR
Multi-Function Display offers the most feature-rich, pilot-friendly, easiest to use multifunction display available. The EX600’s user interface improves your ability to access & display critical flight data. Operation is simple and consistent, allowing you to select & display what you need on a single integrated moving map. As a radar display replacement the EX600 provides easy access to radar modes, tilt control & bearing adjust. With the EX600s map-centric operation and our new map panning feature, you can display a moving map of your flight plan and view datalink weather all along your route. And view on board Wx Radar. And special use air space. And traffic. And Terrain. And color lightning. All without leaving the map page. It’s the only MFD available that provides the complete picture. And it’s easiest to use.
VISTA AIR FLIGHT SCHOOL Flight Training & Aircraft Rental Cessna Approved Pilot Center
GARMIN GPSMAP 796
GARMIN AERA 500
All New Features
Vista Aviation Inc. has been servicing the Garmin G1000 since its introduction as well as installing modern state of the art avionics suites from most manufactures. We are proud of what we do and are capable of one radio to a full custom panel. Call for Your Quote Today.
NEW HANGARS AVAILABLE FOR RENT Office Space Also Available
AIRCRAFT FOR SALE 1975 Bellenca Super Viking 17-30A
1976 Cessna 150 - SOLD
1972 Baron
1977 Cessna 150 - SOLD
1976 V-35B
1980 Cessna 172RG
1973 Cessna 182P - SOLD
1979 Cessna 172 - SOLD
1977 Cessna 172N - SOLD
1975 Cessna 172 - SOLD
GARMIN GTN-750 Packed full of powerful avionics, the GTN 750 is a fully integrated GPS/NAV/COMM solution. The 6-in.-tall system’s intuitive touchscreen controls and large display give you unprecedented access to high-resolution terrain mapping, graphical flight planning, geo-referenced charting, traffic display, satellite weather and much more.
STEC Autopilot Systems
Visit our website for details www.vistaaviation.com/aircraft_sales.php
New & Used Aircraft Sales
SYSTEM 20/30
SYSTEM 55X
For Flight School Info Call:
(818)896-5224 See Our New Website
www.vistaair.com
1972 BARON, 480 TT, 309 SMOH, 633 SPOH, KNS80, KMA20, KX155, KY196, G327, CIII AP, Strike Finder.
1975 BELLANCA SUPER VIKING 17-30A, 2300TT, 650 SMOH, dual Garmin 430, IFR, Call Dusty for more information.
1976 V35B, 1180 SFREMAN, 454 STOH/SPOH, G600 Primary FD, GEM, GNS 530W & GNS430W WAAS GPS/NAV/COM, 55X AP, 3blades, MUCH MORE. Call for details.
SYSTEM 40
SYSTEM 60
Call for Details & installed pricing MasterCard
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Celebrating Twenty-Eight Years of In Flight USA
26
June 2012
CESSNA CONTINUES 100-SERIES AIRCRAFT SAFETY EDUCATION INITIATIVE Cessna Aircraft Company is building on a proactive safety initiative started in 2011 designed to educate single engine owner/operators on new inspection procedures. The latest effort is aimed at 100 series single-engine piston aircraft owners around the world, and informs them about new supplemental aircraft inspection procedures that will be added to 100 series Cessna service manuals.
California City Municipal Airport (FAA LID: L71) TWO AIRCRAFT HANGARS on private 2.92 acres.
Sam Heller RE Lic#00891062
Email: sam@samheller.com 661-259-9385
The supplemental inspections cover Cessna single-engine piston aircraft produced between 1946 and 1986. “We’ve set up 40-hour training classes in Wichita for mechanics to be trained on the non-destructive inspection techniques, such as ultrasound and eddy current. These techniques will then be used to inspect high-time Cessna single engine airplanes. The intent is to not only
Access to property which is located on airport grounds is by your private gated road/driveway. Deeded access to adjoining (direct access) runway. One hangar 125x100 with 2,500 sq. ft. of offices (5), restroom/shower facilities (2), reception area with bar, 3 storage/machine shops, sleeping rooms, PLUS 100x100 or 10,000 square feet of clear span aircraft hangar space. Second 44x45 clear span aircraft hangar is detached and can be rented for additional income. Airport to be expanded and upgraded in near future. PERFECT TIME to get in on future development. This 2.92 acre property is fully fenced and can be used as storage, manufacturing, wearhousing or what it was built for, AIRPLANES!! Seller will consider lease. Seller may help with financing with good offer. Airport has fuel facilities, restaurant, repaved runway. California City Municipal Airport covers 245 acres and is located two miles (3 km) northwest of the business district of the California City, in the Freemont Valley of Kern County, California. The airport is open to the public, and lies at an elevation of 2,450 feet above sea level.
14,662 Square Feet • $499,950
teach them what they are looking for, but also how to identify issues that can occur more frequently with older, high-time airframes,” said Tom Ronnau, Cessna’s manager of Technical Service Propeller Products. “Owners are encouraged to make contact with their local Cessna service affiliate in order to schedule time to complete these mandatory inspections. The key with these inspections is to identify any serious corrosion or fatigue damage present, and if there is, get the airplane out of service and repaired.” The criteria for initial visual inspections will vary by model and aircraft age or hours of operation and will focus primarily on signs of corrosion or structural fatigue damage. Cessna authorized service providers will have special training and access to specific equipment for the inspections and for repairs, if required. “Corrosion and fatigue are
inevitable on any make and model of airframe with a high amount of hours. However, with early detection and proper maintenance, severity and effects can be minimized,” said Beth Gamble, Cessna’s principal airframe structure engineer. “The 100-series inspection requirements are very simple, and begin with a visual inspection that can be done quickly by a trained inspector during an annual inspection.” The inspection procedures are available at no cost on the customer access portion of the Customer Service page of Cessna.com. An interactive presentation is available on the customer access portion of the Customer Service page of Cessna.com and a short video explaining the inspection process is on Cessna’s YouTube channel at youtube.com/CessnaAircraftCo.??
MAF DEDICATES MISSIONARY PLANE FOR SERVICE IN HAITI Aircraft will serve churches, medical teams and relief workers. Amidst a crowd of several hundred supporters, staff, and local residents, Mission Aviation Fellowship (MAF) dedicated a Cessna Caravan aircraft in an April 28 ceremony at the ministry’s headquarters in Nampa, Idaho. MAF is a faith-based, nonprofit ministry that serves missions and isolated people around the world with aviation, communications and learning technologies. Funded by gifts from supporters, the new plane will depart in May for Haiti, where it will support the work of churches, medical teams, and relief workers laboring to rebuild the island nation still suffering two years after the devastating earthquake. MAF has served in Haiti for 25 years and has a permanent base at the Port-au-Prince airport. “The airplane is the tool that God has given MAF to reach out to a lost and hurting world,” said John Boyd, MAF president and CEO. “And two years after the horrendous earthquake Haiti is still hurting, both physically and spiritually.”
Dr. David Alexander, president of Northwest Nazarene University, led the prayer of dedication. David Rask, director of aviation resources at MAF, spoke about the plane and the impact it will make. “One of the principal tasks of this plane will be to carry work teams – people who come from the U.S. for one or two weeks to build schools, orphanages, and medical clinics, to provide clean drinking water, or to build churches,” said Rask. “In times of great needs, such as earthquakes and floods, this plane will carry food, water, and shelter.” Mission Aviation Fellowship (www.maf.org) is a family of organizations with a singular mission: to share the love of Jesus through aviation and technology so that isolated people may be physically and spiritually transformed. Serving in 32 countries with more than 140 planes, MAF supports the efforts of some 1,500 Christian and relief organizations.
Check the latest aviation news at www.inflightusa.com
June 2012
www.inflightusa.com
TALENT, AMBITION AND HARD WORK SPELL SUCCESS FOR SAN CARLOS PILOT MARK SCHWARTZ
Mark Schwartz stands by his pristine Debonaire.
By Herb Foreman
27
1980 CESSNA 182Q/PETERSON 260/SE STOL 1767 TT, 447 SFRM/FWF, Garmin 430W, KX-155 NAVCOM, STEC 50 A/P, Garmin GTX-327 TXP, PS Eng. PMA7000MS Audio Panel, EDM-700, Custom Metal Inst. Panel, ALT VAC Sys., Kts-2-U Speed Mods., Stby Att. Gyro, BOSE Headsets, Converted in 2/2001. Like New Paint, Leather Int. & Glass! Fresh Annual, NDH & N. NV Based..............................................$199,500
1978 CESSNA TU 206F 2793 TT, 370 SFRM Garmin GNS 530W, KX-165, KCS-55A HSI, STEC 60-2 A/P, Insight GEM, Dig FF, T-Plus Intercooler, Cargo Pod (installed), Wheel Pants & more, P+I 7+/10, Fresh Annual Insp., NDH & All Logs. An exceptionally low time T-206 with no corrosion! ......................$179,500
1964 MOONEY M20E 3924 TT, 1223 TT Engine (200HP), 1507 TT Prop, KMA-24 Audio Panel, KX-155 NAV/Com w/GS, CNX80 WAAS & Com Radio, KT 76, STEC 30 Auto Pilot, Apollo Fly Buddy 820 GPS, Lowrance GPS, GAP Seals, Precise Speed Brake, Standby VAC, EDM700, EGT/CHT + Much More. An Exceptionally Fast Mooney...$49,500
1965 PIPER COMANCHE 260 4318 TT, 1449 SMOH, (Fuel Injected IO-540), 1053 SPOH, King KMA-24, Dual KX155 NavComs w/GS, KN-62A DME, KLN-89 GPS, 2 pl I/C, Updated Gyros, Eng Pre-heat, .250 Solar Gray Glass. Complete Logs since new. Annual Due 2/2013 ............$52,500
1963 PIPER COMANCHE 250 4966 TT, 1671 SMOH, 63 SOH, KX-170B w/GS, KX-170B, NARCO ADF 31, King 209 Nav, King 208, NARCO Auto Panel, METCO Air Tips, SKY TEC Starter and more. All Log Books and Fresh Annual .... .........................................$32,500
I
have known Mark Schwartz for a number of years now and I am still amazed at the talent in this one man! In a sketch I wrote several years ago, I called him the ultimate entrepreneur. He’s also a musician, mechanic, salesman, pilot, manager, businessman and more. He bought the original Holland Motors from Bob Holland 35 years ago. It seemed a successful operation so he never changed the name to reflect his own glory. He figured he would just build on what Holland had begun and it worked out well. Building confidence in customers became all-important to him in the conduct of the business. When I was a youngster, I watched countless movies of the “Old West” and always looked for the straight shooter (the hero of the story) played by actors such as Gene Autry, Roy Rogers, John Wayne, Gary Cooper and many others. Honesty and integrity were all important to these individuals. Mark passes every test in this aspect of his life. Automobile sales people have not always commanded this kind of respect. Perhaps that is why Mark is the owner/operator of two highly successful automobile repair businesses. He specializes in top-of-the-line automobiles: Mercedes, Audi, BMW, Volkswagon and Mini Cooper. Occasionally, he will work on other hightech machines, such as Volvo and Lexus. Convenience is another “by word” close to his heart. Always interested in aviation, he secured his private, instrument, multi-engine, commercial and ATP licenses flying for both pleasure and
A spotless operation, keeps Holland Motors’ customers happy. business. He is the proud owner of a Beech Debonaire and a well-equipped Beech Baron. Most of the automobile auction agencies are located in Southern California. Especially, with the Baron, he can fly there and bid on low-time foreign cars that his customers desire. It has worked out well. Mark’s recent expansion from his store in San Mateo to a second one in San Carlos has met every expectation. He bought an old warehouse containing 6,300-square-feet of space. His good friend, David Kervinen, a two-time Emmy Award winner in Graphic design, has helped in remodeling the building into a state-of-the-art structure with six work stations, each with its own lift. One could eat from the bright gray epoxycovered floor. It is a visual masterpiece that should meet every expectation of his customers. Kervinen is an aviation expert himself, having recently constructed the world-famous Turbine Yellow Toucan, a highly-modified Pitts S-2C with a 750horsepower Walters Turbine supplying power that can actually cause the plane to hover like a Harrier. The amazing aircraft will be used in demonstrations at various Continued on Page 32
New 2009 ZODIAC CH 650 XL SLSA
1964 PIPER COMANCHE 400
46 TT Since New (Ferry Time Only), Garmin 396, GMA-340 Audio Panel w/MB, SL-40 Nav/Com, TruTrak DigiFlight II, Dynon EFIS D-l0 w/Battery Backup, Wheel Pants, Electric Trim (A+E), Dual Brakes and more. Zodiac 6Zu-1 thru 6Zu-4 modifications complied with 1/2010 and NDH ...........................$94,500 or Best Offer
4353 TT, 197 SMOH, 215 SOH, KMA20 TSO Audio Panel, 2-KX175B TSO Radios, 2-VOR 209 w/Digital Readout, KLN135A GPS, KN64 DME, Narco AT 50 Transponder w/Encoder, STEC 50 w/NAV and GPS Coupler, Radar Altitude, Electric Trim, Gear Lobe Fairings, NDH, Complete Logs and more...ESTATE SALE $99,500
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Celebrating Twenty-Eight Years of In Flight USA
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June 2012
..
know you’re reading this in an aviation publication. I also know that occasionally my stories seem to be missing the aviation part. But, if you look closely, you will find that it’s always there, just dressed differently than if written by other writers. Just like with most aviator sunglass wearers, non-wearers also get caught up in some sort of hangar flying. Case and point: I took my lawn mower in for it’s semi-annual inspection. I usually flight plan for it to be in the shop long enough for me to register to vote in that county and it comes back to me almost fluent in another language. It was different this time. Why you ask? Even if you didn’t ask you know I’m going to tell you. So as the lovely, leatherapron wearing, front counter dude was helping me de-car my trusty grasskilling, self-propelled, ear piercing, red four-wheeler – proudly decaled with El Toro all over it – he noticed a current copy of In Flight on the back seat. In a language I’m not exactly fluent in, I think he asked, “I could see that, no?” Well! I took a deep breath, puffed out my chest and responded with, “Hell no, you can’t just see it, I’m going to give it to you.” I was sure at that point he was going to show me his poster of “The Most Interesting Man In The World” and then offer me a cold bottle of Dos-whatever-you-call-it, and show me pictures of his family. As we proceeded to roll my fourwheeled El Toro into the petrol-smelling little shop, he then proceeded to tell me about the turbulence he survived on his recent trip to the homeland – his, not mine. Naturally, as one of the world’s greatest pilots, I felt the responsibility to explain to him what turbulence was all about and to put his fears to rest. See, I told you we’d get to the aviation part. Just one more thing – since I had just saved his life and the lives of everyone else he knew or will ever know, the El Toro’s semi-annual inspection was completed in just 72 hours – including my Weed Wacker! But sadly, my gas powered leaf blower didn’t survive and was put down . . . well not exactly put down, put in the garbage bin out back. I guess two out of three ain’t bad. A few final mower words: El Toro looked so good, cleaned and shined up, that my neighbors asked if it could lead
Larry Shapiro the May Day parade on our block . . . I know, it’s hard to hold back the tears.
Yummers! Now that you are riveted to your pilot’s lounge lazy-boy, here comes a real sweet story. Be patient, it has an aviation ending as well. So, as your writer pulls up in front of his wife’s new favorite bakery with the 24-minute parking meters out front, I do a five-second dash to the counter inside to order the usually 5,000 calories of my wife’s Sweet-Cakes cupcakes. As a member in shaky standing of the Type Two Diabetic Pilots Association, I’m only a spectator here, not a participant. Okay, get ready, here comes the aviation part you’ve been waiting for, or not waiting for; so as I counted out the megabucks these tasty, heart attacks served in cute little paper skirts cost, a semi-nice money taker, noticed the spiffy Hiller Aviation Museum shirt I was wearing. He casually – and I emphasize the word casually – mentioned that his dad once worked for Stan Hiller back when dirt and air were invented. He worked in the old Fremont factory back when Mr. Hiller was making pots and pans. He worked in different locations and on different machines. He mentioned that with all the hundreds of employees at the time, he was stunned when Mr. Hiller walked up to him some years later at another job site and called him by his first name . . . he said he’d never forget that. This type of exchange reminds me that there is always some tie to aviation in the execution of the every day liturgy of my life. As my kids would say: Sweet!
Choices & Decisions Now you have a choice here; you may or may not believe this story. Being a fair person I would encourage you not to bet on whether this is true or not, you will lose. To the left of my office door at PAO, I have some airfield support equipment parked for quick and easy accessibility. I also have air and power for all the reasons Continued on Page 33
June 2012
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Flying With Faber NEW DISCOVERIES ALONG
T
his past California winter, assuming there is such a season in this state, produced an amount of rain sufficient to yield an unprecedented abundance of greenery. I can hardly remember a spring wherein the coastal meadows and forests were so richly green. On most occasions when I fly to the Bay Area, I take the shortest route-which is through the San Joaquin Valley. However, in the spring, especially when the greenery is so prolific, there are few better pastimes than to crank up the airplane, climb above the cement forests of the Los Angeles Basin and head up north along the coast. The scenic benefits are twofold. To my left is the Pacific Ocean. The coastline changes back and forth from wide beaches to rocky shores. To my right are vineyards and rolling hills of green pastureland. I stop along the way to visit some of my favorite haunts. On a recent trip, I made several new discoveries. Let’s head north up the coast and share these treasures.
(Emerald Iguana)
Emerald Iguana Hotel 108 Pauline Street, Ojai, CA 93023, 805/ 646-5277 If you are looking for a small, charming and private romantic hideaway, look no further. Nestled at the end of a road just steps from downtown Ojai, civilization vanishes as you enter past a set of handcarved stone pillars followed by a canopy of live oak, sycamore and pepper trees into this peaceful garden retreat. A cascade of soothing water trickles from the mouth of a tiled emerald iguana fountain as it welcomes you to this pristine sanctuary. It gets even better. The atypical rooms and suites (actually cottages) are furnished with craftsman-style handcrafted furniture, over-stuffed sofas, plush rugs and whirlpool or claw-foot bathtubs, fine linens and innovative artistic surroundings. Most have wood burning stove fireplaces and private patios.
THE
CALIFORNIA COAST
Amenities include plush robes, coffee pots, deluxe foam mattress covers, refrigerators, complimentary wi-fi, original artwork, large flat screen TVs, romantic tea lights and poolside newspapers. Each morning, a complimentary breakfast of coffee, fresh orange juice, warm muffins and cereal is served on the patio. The hotel can arrange in-room massages and facials. Special romantic packages can be prepared with champagne, long stemmed roses, a box of chocolates and couples massages. For extended stays, select a two-bedroom cottage with a fully equipped kitchen.
lot was jammed with sparkling new motorcycles, most of which were Harley Davidsons. I feared that the place would be bulging with stereotypical bikers, but the group consisted of men and women in their 60s and 70s. Jocko’s is so popular, this group of cyclists drove over the hill from Fresno just to savor the food. I joked with a few bikers about my fear of motorcycles and how much safer I felt in my airplane. They did not think it was funny.
Stuart J. Faber and Aunt Bea pilot get-together. The signature meeting room is located poolside with a fireplace, full kitchen and accommodations for a 30-guest dinner.
Mundaka Restaurant 7th Ave. & San Carlos Street, Carmel, CA 93921 • 831/ 624-7400
Suzanne’s Cuisine 502 W. Ojai Ave., Ojai, CA 805/640-1961 Suzanne’s is one of California’s best kept culinary secrets. Tucked away in a residential style building, dinner is served in a warm, snuggly room that has an indoor-outdoor feel. We started with a salad of heirloom tomatoes which were so delicious they could have been a meal by themselves. A moist and crunchy crab and corn cake was plump full of crab. We enjoyed a third appetizer of a tasty assortment of Asian dumplings. For a main course, I selected one of my favorites – linguine with white clam sauce served with cherry tomatoes. The clams were supple and the pasta was cooked to al dente perfection. Cheryl chose the rack of lamb, a chunk of which I purloined. This rich and meaty Colorado lamb was lightly breaded and roasted with fresh herbs. The flavors were intense and the texture was juicy and tender.
Jocko’s Steakhouse 125 North Thompson Avenue, Nipomo, CA 93444 • 805/ 929-3565 Jocko’s is not a new discovery. This gem, open for more than 25 years, is housed in an old cinder block building. It looks like a dive from the outside – and even more so inside. The steaks are among the best in California. The menu is Santa Maria styled cuisine – thick, juicy steaks, fries, baked beans, fried chicken or ribs. Portions are gigantic and the prices are about half of what you would pay in a big city joint. On a recent lunch visit, the parking
The Hofsas House Hotel is a boutique family-owned inn with 38 uniquely decorated, spacious rooms, many with ocean views overlooking the pines in the village of Carmel-by-the-Sea. (Hofsas House)
Hofsas House Hotel 4th & San Carlos, Carmel, CA 93921, 831/624-2745 Back in 1940, Donna Hofsas built this charming boutique inn. The hotel still bears many of Donna’s personal touches such as a Bavarian themed welcome mural. The inn has passed through several generations of Donna’s progeny and is now owned and operated by a granddaughter, Carrie Theis. After several modifications, the Hofsas House today is a collection of 38 gracefully designed rooms and suites. Entrance to each Bavarian-inspired guestroom is through a workable Dutch door. Although this hotel is historic and traditional, each spacious room is equipped with modern amenities including cable TV and complimentary wi-fi. Some rooms have fireplaces, wet bars, kitchens and private balconies from which guests can enjoy stunning ocean views. Pets are always welcome. Doggies are presented with a Frisbee, special dog bed, a package of treats and a copy of Coastal Canine Magazine. The Hofsas House is an ideal retreat for family reunions, small weddings or a
Named after the city of Mundaka in Spain’s Basque region, this inviting tapas restaurant was a thrilling discovery. Authentic tapas and hearty main courses along with wonderful imported Spanish wines are served. The chef’s philosophy is close to mine: fresh ingredients straightforwardly prepared and served with no histrionics. This is a place where locals come to hang out. The artist who fashioned the interior was there to admire his work of handcrafted, ingenious creations, such as old wooden doors serving as wainscoting, hand-washed painted walls and antique furnishings. We sampled several openers such as beet greens with organic egg, sage butter and three cheeses. Mediterranean white anchovies were another treat. Authentic saffron rice paella is a specialty. But the dish that took the prize was the 22-ounce ribeye steak for two. I am tirelessly in search of the ultimate steak and I certainly found one here. A thick bone-in slab is grilled over a very hot fire, then dunked in a skillet of hot butter seasoned with rosemary and thyme. The waiter, who loves what he does, sliced it tableside and presented it with a side of sautéed mushrooms, which were more than the word delicious can describe. Soft, unobtrusive Flamenco music accompanied this romantic dinner.
Fandango 223-17th Street, Pacific Grove, CA 93950 • 831/372-3456 In the center of the tranquil city of Pacific Grove is a huge old house converted into a restaurant. As we walked in, the first of six rooms was colorfully furContiniued on Page 40
Celebrating Twenty-Eight Years of In Flight USA
30
June 2012
EXCEPTIONAL PILOT DOUGLAS E. GILLISS REMEMBERED July 27, 1946 to May 18, 2012 By Michael D. Curran Esq./ATP Gentleman, friend, mentor, teacher, pilot, writer, photographer . . . Doug Gilliss passed away doing what he loved and did best, flying jets. He has “slipped the surly bonds of Earth” forevermore. Mr. Douglas E. Gilliss graduated from Shaker Heights (Ohio) High School. He graduated from Ohio University with a Bachelor of Science degree in Journalism and from University of Dayton with a Master of Business Administration degree and later from University of Dayton with a Doctor of Juris Prudence (Law) degree. Captain Gilliss, call sign: Papa Bear, served his country honorably in the United States Air Force as a T-38 jet flight instructor and saw combat in Vietnam in F-5 Jet Fighter aircraft. As a USAF pilot, he flew the F-5A&B, C123K, T-38A, T37B, T-28C, T-34A & B aircraft. He was also a U.S. Air Force Instructor and check pilot in T-38 for formation, instrument flight, and aerobatics. He flew as a demonstration pilot for airshows and was a safety officer. As a civilian pilot, Gilliss held FAA Airline Transport Pilot, Single and Multiengine, Certified Flight Instructor/Single and Multi-engine and Instrument certificates a well as an FAAAdvanced Ground Instructor certificate. He held an FAA First Class medical and FCC Restricted Radio Telephone Operator Permit. He flew more than 40 types of single and
multi-engine aircraft, including Learjets and Gulfstream, as Pilot in Command and as an instructor. Gilliss was also rated and current in the Aero Vodochody L-29 Delfin Jet (with more than 1,100 hours) and L-39 Albatross Jet (with more than 400 hours). As a FAA designated pilot examiner, he gave more than 100 FAA flight exams in L-29 and L-39 jets to pilots across the country. He was a FAST formation check pilot for Classic Jet Aircraft Association, North American Trainer Association and Red Star Pilots association. He was also a fixture at the Reno Air Races for many years conducting formation qualification exams for air racing pilots. Gilliss developed and taught ground school curriculum for L-29 and L-39 jets, including an FAA approved syllabus for training and trained and certified numerous jet students. He was an FAA Safety Counselor, conducting FSDO safety meetings on Jet Warbirds for more than five years and wrote and delivered more than 50 safety, regulatory and flight training presentations to pilots across the country. Gilliss formed and proudly flew as flight leader for the L-29 four-ship “Thunder Delfin” jet demonstration team for ten years and recently began flying with a new team, “Red Steel,” as the flight leader in the L-39 jet aircraft. He flew in more than 100 airshows and exhibited numerous types of jet aircraft. In all, Gilliss had more than 5,800 flight hours with 85 percent of his flight time in jet aircraft.
CAP PAYS TRIBUTE
Gilliss was also one of a select group of aviators who performed complex stunts and sequences for Hollywood Film and Television Productions. Gilliss and his flying abilities have appeared on programs broadcast by The History Channel, Discovery Channel, ESPN, and countless films for Hollywood’s major motion picture studios seen around the world. Gilliss was the author of three regular columns in aviation magazines for the past four years and currently; he had more than 30 published articles in FAA Aviation News, CJAA Jet Journal and RPA Alert magazine on safety, training, regulation interpretation and formation techniques, including more than 50 published air-to-air photographs. Gilliss was a career Aviation Law professor, Negotiations/Business lecturer and mentor to business students and executives all over the country. He prepared and taught more than 120 related university management and aviation courses for Embry Riddle Aeronautical University, Southern Illinois University, and University of Phoenix and was an expert witness in aviation-related cases. In addition to his aviation and business activities, Gilliss was an avid photographer and journalist. He generously took pictures and shared flight moments with hundreds of pilots and aviation enthusiasts. Several of his photographs and accompanying flight safety articles have been published by the Classic Jet Association, Experimental Aircraft Association, Federal Aviation Adminis-
TO
Douglas E. Gilliss tration and numerous other aviation publications. His photos have frequently been selected as Embry-Riddle Aeronautical University’s Photograph of the Week on the school’s website. Douglas E. Gilliss is survived by his twin brother David Gilliss, his sister Susie and hundreds of thankful friends, students and pilots, all made better for having known him. Fly High Captain... A memorial celebration of his life and achievements is planned for June 3, 2012 at 1400 hrs. at March Air Museum, Riverside, Calif. For updates, please visit, http://redsteeljetteam.com. In lieu of flowers, an aviation scholarship fund has been established by the Curran & Curran Law Firm in Encinitas, Calif. Donations can be made to “Curran and Curran Law In Trust for Gilliss Aviation Scholarship Fund” and sent to Curran and Curran Law, 90 N. Coast Hwy. 101, Encinitas, CA 92024. All donations are tax deductible.
‘MAMA BIRD‘
LEGENDARY AVIATOR AND LONGTIME MEMBER Evelyn Bryan Johnson, November 4, 1909 – May 10, 2012 An honor guard of Civil Air Patrol cadets saluted CAP’s and the entire aviation community’s “Mama Bird” when she was laid to rest on May 16 in Jefferson City, Tenn. The cadet presence was part of CAP’s tribute to Col. Evelyn Bryan Johnson, one of its most storied members. She joined the all-volunteer organization’s ranks Dec. 28, 1949. Johnson, who was inducted into the National Aviation Hall of Fame in 2007 and had been presented with CAP’s 50Year Member Award and a life membership in May 2005, died on May 10 in Elizabethtown. She was 102. Her “Mama Bird” nickname referred to the immense
number of pilots Johnson had trained in her career – some 5,000, she estimated – as both a member of the Morristown Composite Squadron of CAP’s Tennessee Wing and as owner of a flight school in Morristown. “All CAP members join me in saluting ‘Mama Bird,’” said Maj. Gen. Chuck Carr, CAP national commander. “Her life and legacy were a shining example of our organization’s dedication to service and to sharing the experience of aviation with youth in particular and with the public in general.” During her decades as a Morristown squadron member, Johnson participated in numerous search and rescue missions and taught hundreds of cadets to fly. When
inducted into the National Aviation Hall of Fame she had logged more than 50,000 flight hours – more than any female pilot ever – and trained more pilots and administered more Federal Aviation Administration exams than any other pilot in history. In 1979, the FAA named her as flight instructor of the year. In all, her flight logs showed 57,635.4 hours, or some six years aloft, totaling 5.5 million miles in the air – and not a single crash. “With her passing we have lost one of the brightest lights and leading torch bearers of aviation,” said Col. Alvin J. Bedgood, commander of CAP’s Southeast Region. “‘Mama Bird’ is noted Continued on Page 32
Evelyn Bryan Johnson
June 2012
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Celebrating Twenty-Eight Years of In Flight USA
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CAP Pays Tribute
Airport. The 20th woman in the U.S. to earn a helicopter pilot’s license, she was a certified helicopter flight instructor and a member of the “Whirly Girls” organization. The Ninety-Nines organization of women pilots, which she joined in 1947, chose her as one of the 100 most influential women in America. “Evelyn has been a featured speaker at our University of
Continued from Page 30 for having trained more pilots than any single flight instructor in the history of American aviation (if not the world). Her enthusiasm for aviation is aptly captured in the phrase ‘love at first flight.’” In addition to owning a flight school in Morristown, she served as manager of the city’s Moore Murrell Municipal
Tennessee Aerospace Workshop for the last 16 years and indicated this very week that she was looking forward to returning to speak this July,” said Lt. Col. Dave Garner, Southeast Region director of aerospace education. The NAHF encourages you to visit www.nationalaviation.org/johnson-evelyn/ to read the full NAHF biography of
Attention Aviators!
June 2012
Evelyn that was posted there at the time of her enshrinement in 2007. In lieu of flowers, memorials may be made to First Baptist Church Legacy of Promise, 504 W. Main Street, Morristown, Tenn., 37814.
Mark Schwartz
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David Kervinen’s world-famous Turbine Yellow Toucan, a highly-modified Pitts S2C. Continued from page 27 airshows throughout the world since a sponsor has been agreed upon. I think it is noteworthy that successful individuals usually are equipped with more than one single skill or talent. In addition to his mechanical attributes, Mark is an accomplished musician. During the Viet Nam conflict, he had a USO contract to play the drums with a band that entertained our troops. He was an outstanding drummer at Washington High School in San Francisco. He was an excellent athlete, too, and in 1971 became the fastest man in the City on the high school track team. He earned a black belt in Karate and teaches a class in martial arts in San Francisco. Mark has always tried to give something to the community, as well. He is an active member of the San Mateo County Sheriff’s Air Squadron. He achieved his ATP license at Golden Gate Aviation and Embry Riddle University. He has done charter flying in a King Air and has the Citation rating, too. There’s more but I think you can see the talent he brings to the San Carlos Airport and San Mateo County.
Check the Events Calender at
inflightusa.com
June 2012
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What’s Up Contiued from Page 28 you don’t need to ask about. My obligatory golf cart is also parked there (with thanks to my landlord) and being electric, it also has a battery charger positioned near it. To save time and words, the cart was mothballed for the winter and the charger disconnected. However (I love when I use that word however, it’s like waiting for the other shoe to drop) I noticed a black electrical cord dangling from the electrical socket. I can’t explain why, but I just assumed someone was charging one of his or her many electrical devices that we all carry these days. I didn’t ask anyone, it was just an assumption. I’ll admit that once or twice during the next two weeks – yes, I said two weeks – I did run my hand down the cord, but always stopped short of reaching the end for some reason or another. With that said, on this particular day as I ran my hand down the cord a little further and with absolute abandonment or any concern, the entry flap on my cart flew open and there to my terrified surprise was a human-type person who greeted me with a big, “Hello!” Once my heartbeat settled down to something close to normal, I told him to move out, pack up, and hit the road before I call the guys with guns and badges. I followed that up with, “When I stop being angry, which should about ten more minutes, come and see me about getting you some place to sleep and food if you need it.” I may have been angry with him, but I am also human! The last time I saw him was over near the golf course, I guess life is good . . . first my golf cart and then the golf course. I think I’m envious. I actually have a similar story with a much happier ending, but it will have to wait for now. It involved a hangar, some cats, and a Stearman . . . give me a minute, I’m wiping away a tear.
Get Ready For Another Challenge, This One Is Going Vertical (If you missed this in the May Issue of In Flight, find a copy or look for it online. If that fails, ask a friend.) A Work in Progress: Episode one, scene two! The Same Characters: The young guy (TYG) and the old guy (TOG). The same setting, the same time, the same dress. Not the same mood, it’s much better now.
Next Scene: As we return to this second and almost final scene, we find the two characters discussing the planned changes to Vertical Challenge 2012. TYG informs TOG that Friday night includes a twilight show preceded by a spectacular dinner and the promise that TOG won’t speak. (This is always a sellout event so it is recommended you get your tickets early.) TOG responds: If I can’t speak, may I sing and dance? TYG continues: There will be two shows on Saturday; truckloads of food, and rumors have it that there might even be an ice cream eating contest. TOG speaks: Can I get in on the ice cream eating contest? TYG gets up, and then pushes the TOG out through his door – the windows were locked. As TOG slowly walks away one could hear TYG mumbling to himself, this is why it’s called a “challenge!”
I’m Just Saying . . . I am asked daily, “So Lar, selling any airplanes? How’s the market today? Are things getting better?” Now come on folks, do you really think I know the answer to that? How many airplanes I’m selling is private. As to the question, “are things getting better?” I hope they’re not getting worse. I know most of the banks would like to get rid of the dozens of bad loans they’re sitting on, I know that by the calls I get asking for help in either reprocessing them, or finding new owners. It seems the banks are now getting more realistic and are willing to negotiate to find fair solutions. That’s a good thing and I’m just saying . . .
On final . . . Well Dads, looks like you’re going to be getting your day this month. Of course graduation gowns are being ordered along with the limos and flowers, and there are more than the usual number of brides. June is an interesting month. Like I always say, when you are sharing your special days, please don’t forget our family protectors, they have dads, maybe not close by, but that’s where you come in. Please find a way to share your family celebrations for those without families near by. Until next time . . . That’s Thirty! “Over”
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A IR V ENTURE 2012 Editorial By Ed Downs ARE YOU FLYING INTO EAA AIRVENTURE 2012? Yes, it may seem like this topic is a bit early. Perhaps the July issue would be a bit closer to show date. But if that is your first thought, it is also your first mistake – you need to start planning now! Flying into EAA AirVenture is exciting, fun, scary, memorable and a topic of hangar flying that will gain strength as the years wear on. The show itself is mind bending. With more than 800 vendors in attendance, you have the opportunity to spend the national debt before you are half way through the displays. Yep, EAAAirVenture is a fun, educational, event … with a possible dark side. Every year, arriving aircraft suffer some degree of damage or close calls. In the worst case scenario, tragic accidents have claimed lives, with loss of control while in the approach to landing pattern the most dangerous environment. Excursions from the runway after landing and difficulty with taxiing safely cause airframe damage annually, but seldom loss of life. Some pilots experience “close encounters” that leave both pilots and passengers wondering if flying into the event was a good idea. This may sound a bit negative, but the reality of more than 10,000 aircraft all arriving and operating in limited airspace leaves little wonder as to why bad things can happen. The EAA and FAA have worked together for years to improve safety, which starts with excellent information at www.eaa.org and includes a very detailed NOTAM. It would seem that the best efforts of safety minded volunteers, EAA management and the FAA would prevail, but there seems to be one weak link that remains consistent, no matter how hard the pros try to improve safety. This writer has flown into, and at, the AirVenture show on many occasions. As a company pilot, sales demo pilot and exhibition pilot, I have experienced that “weak link” all too often. Regrettably, that weak link may be you, the reader. An astonishing number of visiting pilots are incredibly under skilled and poorly prepared to handle the professional type of flying needed to turn a possibly dangerous experience into an exciting and memorable event. Yes, that is blunt, but confused radio calls, dangerous “S” turning, failure to maintain pattern position and an inability to hit landing points is common. In some cases, it is clear that
the arriving pilot has not even read the extensive NOTAM. Fortunately, the skill of well-prepared pilots, coupled with the world’s best tower controllers often saves the day, allowing the unprepared to survive without ever knowing about the hazards they might have caused. Let’s take a look at how we might all perform better and make the AirVenture experience a true moment of pride, remembering that this editorial view is not intended to cover all of the approach possibilities. But, the suggestions made do apply to virtually all approach variations. Consider the following check list: 1. Pre-Flight Planning. Visit www.eaa.org and take advantage of the briefings and videos offered. Download the 35-page NOTAM and do more than just staple it together and toss it in your flight kit. The NOTAM is detailed, prepared by experts, but totally useless in the cockpit of an airplane. It has too many pages to flip through and contains much information that may not be applicable to your flight. Consider creating your own “approach plates” for each approach procedure, with radio frequencies at the top of the “plate” and sketches of the approach pattern. Perhaps even “cut and paste” key information onto a single sheet of paper. A photocopy of this hodgepodge actually ends up working quite well. This effort has another benefit; you truly learn what the NOTAM has to say. 2. En Route. Don’t simply plan a flight directly to Oshkosh. Pick an airport that is at least 50 miles from the show site that will position you for an easy transition into the AirVenture arrival sequence. This pilot would always land at Dodge County Airport (UNU) just south of the AirVenture pattern and visit my good friends at Wisconsin Aviation for fuel and leg stretch before heading into the fray. This pause will allow you to collect your thoughts, check weather one final time and let the well-informed locals give you a heads up to any problems. Never enter an AirVenture arrival process with less than a solid two hours of fuel on board. Weather and traffic delays are the rule, not the exception. The most common approach procedures to all airports involved in AirVenture have designated “holding locations.” I personally have seen holding go on for well over an hour. Do not allow yourself to arrive low on fuel and desperate for a bathroom. It is just plain dangerous!
3. Flying the Initial Approach. Initial approach fixes are now defined by GPS coordinates, but do not plan for a “heads down” electronic approach. Arrival must be a “heads up and out” procedure, flown with polished pilotage navigation skills. The vast majority of arrivals to Oshkosh (Wittman Regional) will be from the RIPON/FISK route, but there is also the Warbird procedure that arrives from the shore line of Lake Winnebago. Which one should you use? Basically, if you are a turbo jet, turbo prop or airplane that is uncomfortable at speeds much below 130 knots, use the higher, faster, Warbird arrival. Do not try to mix it up with Cubs and Champs! Remember, this year honors the 75th anniversary of the Cub. This means that virtually every flyable Cub in the country will be headed for the big event, along with the multitude of tube and rag cousins, like Champs and T-crafts. It is probable that you will end up behind a 75 knot airplane (flat out!) while forming up in a 20-mile-long arrival line. Not only must your slow flight skills be smack on, but you will need to be able to make crisp “wing waggles” of at least 30 degrees (two cycles) in order to comply with identification requirements of arrival approach control and, later, the tower. Get some practice, maybe even dual. Your arrival speed will have absolutely nothing to do with how you normally operate your airplane, but will be completely driven by the plane in front of you, behind you and on both sides of you. Be prepared to break out of the arrival line if you cannot keep “in trail.” Turn away from the airport; circle the designated holding location and plan to reenter the “conga line” at the end. Do NOT “S” turn or whip a quick 360 to get back in line, but expect others to lay these forbidden maneuvers on you. And what about the Cub/Champ gang? For gosh sakes, do not slow down while in the arrival line. You have probably got a Cirrus R22 climbing up your “6!” 4. Flying the Pattern. This is where it gets really crowded. The tower will address you only by color and type, and they may get the type wrong. Don’t argue. Often, you will simply be “the red low wing,” with an aggressive “wing waggle” used to confirm the communication. Do not try to strike up a conversation or make special requests. This is just a waste of time Continued on Page 40
Download Your AirVenture 2012 NOTAM Today The FAA has released the EAA AirVenture Oshkosh 2012 Notice to Airmen (NOTAM), and you can download yours now. The NOTAM, which is in effect from 6 a.m. Friday, July 20, through noon on Monday, July 30, outlines procedures for the many types of aircraft that fly to Oshkosh for the event, as well as aircraft that land and depart at nearby airports. It was designed by FAA in partnership with EAA to assist pilots in their flight planning and is required reading if you’re flying your aircraft to AirVenture. While the overall procedure is similar to past years, there are some noteworthy changes compared to the 2011 version. Some of those changes include: • Revised IFR arrival and departure routings • Sheboygan added to IFR Special Traffic Management Program • Revised VFR arrival procedures on pages 9-10 • Updated airport information and telephone numbers The free copy of NOTAM is available to order or download at www.airventure.org/atc/, or by calling EAA Membership Services at 800/564-6322. Additional hints and tips for pilots arriving at and departing from EAA AirVenture 2012 are also available.
Group Aircraft Arrival Schedule Set
Bonanzas to Oshkosh arrive for AirVenture 2011. (Photo by Tyson V. Rininger) One of the most popular precursors to EAAAirVenture is the mass arrival of aircraft groups to Oshkosh’s Wittman Regional Airport. Arriving en masse allows kindred aircraft to set up group camping areas in the North 40, which would be logistically impossible if they arrived separately. Continued on Page 43
A IR V ENTURE 2012 WARBIRDS The Warbirds in Review presentation schedule for AirVenture 2012 is out, focusing largely on this year’s “Greatest Generation in the Air” theme at Oshkosh with tributes to the Doolittle Raiders, Tuskegee Airmen, and the Piper Cub’s 75th anniversary. Two presentations are scheduled each day at 10 a.m. and 1 p.m., Monday, July 23, through Sunday, July 29, and will be held at the special aircraft display area in Scotts Warbirds Alley. “Thanks to the generosity of Warbird members and supporters, and the commitment of EAA Warbirds of America and EAA, we continue to improve the Oshkosh experience,” said Chairperson Connie Bowlin. “Attendees will enjoy better seating and an enlarged Warbirds in Review this year.” In addition, presenters will hold autograph sessions following their presentations and all books mentioned will be available in Warbird Merchandise throughout the week. For a complete description of each scheduled event, visit www.airventure. org/news/2012/120517_warbirdsinreview.html
2012 Warbirds in Review Schedule Monday, July 23, 10 a.m. - L-19 Bird Dog - Vietnam tribute: The service of Charlie Finch and Doc Clement, who flew the L-19 Bird Dog with the 220th
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Catkillers, will be highlighted. Both are featured in the book A Hundred Feet Over Hell, a thrilling account of the mission of this little airplane and “ordinary men, doing extraordinary things.” Plane owner: Randy Maiville. Book signing: 11 a.m. Monday, July 23, 1 p.m. - P-38 Glacier Girl: This year marks the 20th anniversary of Glacier Girl’s first trip to Oshkosh after being recovered from beneath 268 feet of ice in Greenland. Pat Epps and Richard Taylor, who founded the Greenland Expedition in 1981, will tell the story of the many expedition attempts that led to their success in 1992 – the year they brought the recovered wreckage directly to Oshkosh for the EAA Convention and Fly-In. Bob Cardin, project manager during the 1992 rescue effort who later directed the 10year restoration, will describe the challenges and triumphs of recovery and restoration. Plane owner: Rod Lewis. Tuesday, July 24, 10 a.m. - F-4D Phantom and MiG 21: This special presentation tells the story of duty, service, and the spirit of mankind with General Dan Cherry and Nguyen Hong My. The two airmen waged battle in 1972, but are friends today after meeting under more amiable circumstances in 2008. Their story is told in the book My Enemy, My Friend. An excerpt: “On April 16, 1972, the F-4D Phantom pilot Major E. Daniel Cherry engaged in a difficult, often frustrating four-minute pursuit of an elusive MiG-21 before finally
blowing off its right wing with an AIM-7 Sparrow missile. For Dan Cherry, the most memorable postscript to the engagement was narrowly passing the enemy pilot (Hong My), hanging beneath his parachute. My Enemy, My Friend book signing at 11 a.m. MiG 21 owner: Paul van den Heuvel. The F-4 is from Tyndall AFB. Tuesday, July 24, 1 p.m. - Tribute to the 75th anniversary of the Piper Cub with combat veteran Paul Harrington: Warbird enthusiasts are looking forward to seeing Cubs in military colors with appearances by a Piper L-4 Grasshopper owned by Harold Cannon and a Navy variant NE1 owned by Jim Rezich. Harrington will discuss flying with the 62nd AFA Bn as an artillery spotter in Europe from October 1944 to VE Day – when his unit was supporting Patton’s 3rd Army in Czechoslovakia. Harrington later served with the occupying army until 1946. He will also pay special tribute to the liaison pilots who did not return. Wednesday, July 25, 10 a.m. Corsair and Wildcat: This session features Medal of Honor recipient Capt. Thomas J. Hudner (ret.), Corsair owner Doug Matthews, Wildcat owner Conrad Huffstutler, and a recently recovered Navy aircraft. The Corsair is painted like Capt. Hudner’s aircraft that he flew and crash-landed in an attempt to save Ensign Jesse L. Brown. The MOH citation reads in part: “While attempting to rescue a
The P-51 Twilight Tear, Ron Fagen's 2011 Warbird Grand Champion, will be featured on Thursday, July 26, at 1 p.m. along with R.A. "Bob" Hoover in the Warbirds in Review program. (Paul Bowen) squadron mate whose plane, struck by anti-aircraft fire and trailing smoke, was forced to land behind enemy lines ... fully aware of the extreme danger in landing on the rough, mountainous terrain and the scant hope of escape or survival in subzero temperature, he put his plane down skillfully in a deliberate wheels-up landing.” Capt. Hudner will hold an autograph session at 11 a.m. A special bonus at this session: EAA previously reported that an SBD-3 that fought in Operation Torch during World War II would be raised from Lake Michigan and be brought to Oshkosh. EAA has learned the recovery effort may be for a Grumman Wildcat instead, but one of those recovered airplanes will be displayed at this session and on a trailer throughout the week in the Warbird Training command area to give attendees Continued on Page 36
ULTIMATE' AIRVENTURE EXPERIENCE AWAITS YOUNG AVIATORS Aspiring young aviators have the opportunity to go behind the scenes and explore aviation at a whole new level during EAA’s Ultimate AirVenture Youth Camp, which will be held July 22-29 in Oshkosh, Wisconsin, in conjunction with EAA AirVenture 2012. Young people ages 16-18 will get the “ultimate” AirVenture experience as they will be immersed in the world of flight through aviation studies, hands-on demonstrations, flight simulation, and many more exciting activities. Aviation instructors with more than 200 years of combined teaching experience will guide attendees throughout the week, during which they will discover thousands of unique aircraft and attractions, participate in a variety of hands-on activities, tour the world-class EAA AirVenture Museum, build model rock-
ets and aircraft, and experience memorable flights aboard EAA’s 1929 Ford Tri-Motor and Bell 47 helicopter. “This Ultimate AirVenture Youth Camp builds on the highly successful EAA Air Academy, which continues to welcome capacity classes each summer during the AirVenture period,” said Bob Campbell, EAA’s Manager of Museum Operations and Resident Education. “We saw an opportunity to offer an additional, even more robust experience for those young people who want something even beyond what’s available in the unmatched Air Academy curriculum.” During workshop sessions, attendees will receive hands-on training with aircraft construction, restoration, and maintenance skills, including wing rib building, fiberglass and composite construction, sheet metal basics, gas and TIG
welding, and much more. Registration fees include lodging at as well as transportation to and from the University of Wisconsin-Oshkosh, expert instruction, all meals, all course materials, on-site aircraft flights, a weekly AirVenture wristband, and a commemorative AirVenture souvenir program. Cost is $2,750. To register, download the registration form from www.airventure.org and send it to: EAA AirVenture Museum, Museum & Resident Education Department, Attn: Bob Campbell, Manager of Museum Operations & Resident Education, P.O. Box 3086, Oshkosh, WI 54903-3086. For more information, contact Bob Campbell at 920-426-4815 or bcampbell@eaa.org.
Ultimate AirVenture Camp participants will marvel at the sights of AirVenture and get hands-on in a variety of workshops.
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Continued from Page 35 an up-close look. Vice Admiral Gerald Hoewing, USN (ret.), president/CEO of the Naval Aviation Museum Foundation, will be on hand to discuss the aircraft’s future and why the project is important to the Navy and our country. Chuck Greenhill offers the perspective of a sponsor of these projects, and Taras Lyssenko of A&T Recovery will speak about the aircraft’s history and recovery effort. Wednesday, July 25, 1 p.m. - P-51s Old Crow and Gentleman Jim with Bud Anderson, Jack Roush, and Jim Hagedorn: Col. C.E. “Bud” Anderson will appear with P-51 owners Jack Roush and Jim Hagedorn. Fellow 357th Fighter Group pilots refer to Bud Anderson as the best pilot in the group, who with 16-1/4 victories is the leading living American Ace of the European Theatre. NASCAR team owner Jack Roush and Jim Hagedorn, CEO of the Scotts MiracleGro Company (Scotts Warbird Alley sponsor), share a passion for the warbird aircraft and those who serve. Col. Anderson’s To Fly & Fight book signing at 2 p.m. Thursday, July 26, 10 a.m. - B-29 and B-17: Theodore “Dutch” Van Kirk, now 90, is the only remaining crewman from the Boeing B-29 Enola Gay, which dropped the first atomic bomb on the city of Hiroshima on August 6, 1945. Dutch had previously served on B-17s. Obviously the CAF’s B-29 FIFI is too large for the Warbird ramp area, so the choice of aircraft in this session will likely be the B-17. Dutch Van Kirk’s My True Course book signing at 11 a.m. Thursday, July 26, 1 p.m. - R.A. “Bob” Hoover with the P-51 Twilight Tear, 2011 Warbird Grand Champion owned by Ron Fagen: Considered by his peers as the “pilot’s pilot,” Hoover has flown in thousands of shows in more than 300 types of aircraft, and he’s flight tested or flown just about every type of fighter aircraft. Twilight Tear is one of the rare P-51s that actually served in World War II and carries the original paint scheme. (WWII veterans have been overheard saying, “They weren’t this nice!”) Bob Hoover Forever Flying book signing 2 p.m. Friday, July 27, 10 a.m. - P-40s: The appearance of three beautifully restored Curtiss P-40 Warhawks with paint schemes from different theatres of operation is a unique opportunity to compare the missions and the aircraft. If you were a P-40 crew member, please accept this invitation to join aircraft owners Ron Fagen, Rudy Frasca, and Rod Lewis for this tribute to the P-40.
Airmen, with the P-51, T-6, and PT-17: All three aircraft carry the Tuskegee paint schemes. Many events featuring the Tuskegee Airmen are scheduled throughout AirVenture. The appearance of the airmen with three of the aircraft types they flew will be a highlight you won’t want to miss. Look for more details as the schedules are finalized. Saturday, July 28, 10 a.m. - B-25 and the Doolittle Raiders: This session features Lt. Col. Richard Cole, 96, copilot in aircraft No. 1 piloted by Jimmy Doolittle, and Master Sgt. David Thatcher, 91, engineer/gunner, aircraft No. 7. The B-25 Panchito, owned by Larry Kelley and proudly sponsored by the DAV, will be featured. On this, the 70th anniversary of this historic mission, it is an honor to welcome these gentlemen to Oshkosh. The Raiders Cole and Thatcher will be in Warbird Merchandise at 11 a.m. to sign autographs. They offer a print for sale for $30 to benefit their education fund. Saturday, July 28, 1 p.m. AeroShell Aerobatic Team and its T-6 Texans: With the colorful air show paint schemes one might forget that these aircraft are the warbirds that were flown by the Army Air Corps and Navy to train many pilots for later duty flying front line fighters. The team’s short presentation last year was so well received people asked for more. Spectators will learn about the characteristics and missions of the T-6/SNJ, and team members will hold an autograph session in Warbird Merchandise immediately following the presentation. Sunday, July 29, 10 a.m. - The Best of the Best: The 2012 warbird aircraft judging results will be announced the night before and the award winners will be invited to display their aircraft on the “Warbirds in Review” ramp, giving the attendees an opportunity to view and ask questions about the world’s finest restorations. Also, 2011 award winners will be assembled on Scotts Warbird Alley. Sunday, July 29, 1 p.m. - Red Star Aircraft: The Red Star Pilots Association promises an interesting presentation with plans to feature aircraft that may include a MiG, CJ, L-39, and Yak-52. Owners and pilots will be on hand to present these foreign warbirds to the visitors. Note: A very special flight is planned for Friday morning - “The First and Last Bombers Over Tokyo” with Dick Cole in the B-25 Panchito and Dutch Van Kirk in the B-29 FIFI.
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AIRVENTURE 2012
GLACIER GIRL
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Rescued Sections First Displayed at AirVenture in 1992 The Lockheed P-38 Glacier Girl, the fearsome twin-boom fighter that has become one of the world’s most wellknown warbirds since its rescue from the Greenland ice cap in 1992, will return to Oshkosh for EAAAirVenture on the 20th anniversary of its first public appearance. The aircraft, which began flying in 2002 after a 10-year restoration, will be part of the weeklong activities at “The World’s Greatest Aviation Celebration,” July 2329 at Wittman Regional Airport. Glacier Girl’s appearance comes 20 years after its first trip to Oshkosh, when Greenland Expedition Society members Pat Epps, Don Brooks, and others brought the P-38’s salvaged parts directly from the ice cap to the 1992 EAA Fly-In Convention in a DC-3. The display
became a sensation among aviation enthusiasts and the national media following the unprecedented effort to extract the aircraft after 50 years below the ice. “Glacier Girl is a draw everywhere it goes not only because flying P-38s are so rare, but the human challenge to its recovery that made this restoration stand above so many others,” said Jim DiMatteo, EAA’s vice president of AirVenture features and attractions. “Twenty years ago, the mere appearance of the rescued parts caused a huge stir at Oshkosh. The pride at seeing the airplane fly at Oshkosh is not diminished two decades later.” The project began in 1981 when Epps and Richard Taylor organized the initial Greenland Expedition Society. It finally
AIRVENTURE'S LEARN The Learn to Fly Center at EAA AirVenture will expand beyond its traditional mission of welcoming new participants to the world of flight, as a pilot proficiency project will be added to the 2012 offerings. The Learn to Fly Center, which is staffed with experienced flight instructors and aviators, is located across from the EAA Welcome Center at the center of the AirVenture grounds. The Pilot Proficiency Project is a joint initiative by EAA, the National Association of Flight Instructors (NAFI), and the Society of Aviation and Flight Educators (SAFE). It will feature pilot-targeted forums and simulator training sessions that address key aviation safety issues such as
TO FLY
Glacier Girl on display at EAA's main showcase always draws a crowd. reunion, with nearly 400 aircraft attending. Bob Cardin, who was the project manager during the 1992 rescue effort and later directed the airplane restoration, will describe the challenges and triumphs for the Greenland Expedition Society during presentations throughout AirVenture week.
CENTER ADDS PILOT PROFICIENCY PROJECT
angle of attack awareness, type-specific aircraft issues, glass panels, aeronautical decision making, and much more. “The Learn to Fly Center at AirVenture always welcomes people to discover flight as we grow participation in aviation, but we’re also focusing on keeping today’s pilots safe and making them better aviators,” said Charlie Becker, EAA’s member products manager. “Presentations specifically aimed at improving pilot safety and simulators with trained instructors on hand will be a great complement to our forums.” The AirVenture schedule will include forums at the Learn to Fly Center between 8 a.m. and 2 p.m. each day, fol-
KIDVENTURE PREPARES KidVenture, where young people can get hands-on experience in building, piloting, and other aviation-related skills, is getting ready for its 14th year at AirVenture Oshkosh. KidVenture is sponsored by United Technologies (UTC) and is located on Pioneer Airport directly across from the AirVenture Museum. At KidVenture young people can explore aviation from several different fronts. They can receive loggable flight instruction on a simulator, earn FAA
gained success 11 years later, when the late Roy Shoffner was a major contributor to the project. The 13th rescue effort included digging through 268 feet of ice and pulling the airplane piece by piece to the surface, reclaiming the only survivor of the six P-38s and two B-17s abandoned during a 1942 trans-Atlantic ferry flight. The airplane finally flew again in October 2002 and has been at Oshkosh on a regular basis since 2003. It is now the crown jewel of the Lewis Air Legends collection based in San Antonio, Texas, owned by aviation enthusiast Rod Lewis. It is regarded as one of the finest warbird restorations flying anywhere in the world. Lewis is also planning to bring a classic P-39 and P-40 to AirVenture 2012 as part of what is the world’s largest annual warbird aircraft
FOR
credit toward an A&P certificate through hands-on building projects, learn how to fly a radio-controlled airplane, modify a wing on a computer then find out how well it flies, and even see what it’s like to land on Mars. “Thanks to UTC’s support, we’ve been able to expand offerings in many areas,” said Dan Majka, an EAA director who’s been KidVenture chairman since its debut in 1999. “Last year, KidVenture was put on by 490 volunteers from 52 EAA chapters who volunteered 9,944
lowed by 20-minute simulator training sessions in the Redbird FMX and Cross Trainer simulators. Up to 21 simulator slots are available each day, where participating pilots will work with instructors in a number of pre-programmed scenarios that include engine failure on takeoff, overshoots from base leg to final approach, and approaches to minimums with a tailwind. Among the presenters are Hobie Tomlinson, this year’s National Flight Instructor of the Year, as well as previous recipients including Jeff Edwards, Rich Stowell, and Doug Stewart. Pilot Proficiency Projects forums and simulator training participants will be eligible
14TH YEAR
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for FAA WINGS credits. “We appreciate the members of SAFE and NAFI for making these sessions possible,” Becker said. “The ‘Stronger Together’concept between aviation groups is not only effective in government advocacy, but also in raising safety awareness and training among all aviators.”
AIRVENTURE
hours, making it the best possible experience for our young guests. And it is looking even better for 2012 with even more activities for kids to enjoy.” More than 25,000 visitors are expected to attend over AirVenture’s seven-day run - a far cry from the 2,000 who attended the first year. Hours are 9 a.m.-3:30 p.m. daily during AirVenture (2 p.m. on closing day Sunday, July 29). To learn more about kidventure visit www.airventure.org/attractions/kidventure.html.
Getting loggable flight instruction from a CFI is just one of the many activities young people can do at KidVenture.
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SMOKE ON! BRAZILIAN MILITARY Brazil's famed Esquadrilha da Fumaca – “Smoke Squadron” – military flight team will bring its thrilling aerial displays to Oshkosh for the first time this summer, headlining the afternoon airshow at "The World's Greatest Aviation Celebration." It marks the first time since 1986
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that a full national military demonstration team will perform at AirVenture. The Brazilian group will be at Oshkosh for the entire week and will fly several days during the event. Exact dates and times of their performances will be announced as they are finalized. “This is a tremendous addition to the
MAN HAS THE POWER
... Brazil's Smoke Squadron military flight squadron makes its first AirVenture appearance this year,
“Eddie flies the Stearman like no other Stearman pilot out there. He’s Extreme.” Wayne Handley, Pilot, Winner, Art Scholl Award for Showmanship Explosive Maneuvers in the Commanding Yak-9 “Barbarossa”
Look What’s Coming Soon
AirVenture 2012 lineup,” said Jim DiMatteo, EAA's vice president of AirVenture features and attractions. “The Smoke Squadron flies incredible routines that showcase their flying skills and the spirit of their home country. Aviation fans will not want to miss their performances throughout the week.” The Esquadrilha da Fumaça was established in 1952 and is the official air demonstration squadron of the Brazilian Air Force. The team features 13 highly trained pilots flying the Embraer T-27 Tucano aircraft through 55 high-performance aerobatics maneuvers. Their specialties are the dazzling maneuvers that feature smoke trails that create live artwork in the sky. The squadron has flown more than 3,500 demonstrations through its history,
with performances in North and South America, Europe, and Africa. More information is available through the squadron's website. “The appearance of the Smoke Squadron is another major step in continually raising our air show lineup at Oshkosh,” DiMatteo said. “The AirVenture airshow is already known as an all-star event in the airshow world, but with the Smoke Squadron, the Canadian SkyHawks, and others, it's going to be at a whole new level in 2012.” The daily AirVenture airshows, presented by Rockwell Collins, feature the world's finest airshow performers. See the current lineup, as well as advance ticket purchase information at www.airventure.org.
EAA STATEMENT REGARDING AIRVENTURE CUP RACE
Eddie Andreini Airshows 650-726-2065
EAA is stating the following in regards to the annual AirVenture Cup race, to clear up questions that have emerged regarding the reported cancelation of this year’s event: • EAA did not cancel the AirVenture Cup race. • The AirVenture Cup organizers opted to cancel this year’s race. • A group of EAA volunteers founded and have organized the race for more than a decade. The race completes its competition outside Oshkosh, with the
competitors then flying together for a mass arrival during AirVenture. • As part of the race, EAA does assist race organizers with volunteer benefits and exhibit space. • Since last year, there have been discussions with race organizers on better defining the event and its relationship to EAA, including clarifying name and branding elements. • EAA encouraged organizers to continue the race and will continue to offer race organizers volunteer benefits.
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CANADIAN SKYHAWKS PARACHUTE TEAM TO MAKE AIRVENTURE DEBUT The Canadian SkyHawks parachute team, the official skydiving team of the Canadian Forces, is coming to Oshkosh for the first time this summer to perform at EAA AirVenture Oshkosh 2012. The SkyHawks feature a variety of unique aerial maneuvers, formations, and other feats beneath their unique Canadian flag parachute canopies. The team will perform during the air shows on Friday, Saturday, and Sunday, July 27-29. EAA’s daily airshows are presented by Rockwell Collins. “The SkyHawks are among the world’s best parachute teams and we’re sure AirVenture attendees will see a dazzling show from them,” said Jim DiMatteo, EAA’s vice president of AirVenture features and attractions. “Their performances will make the Oshkosh airshow, already regarded as the all-star week for airshow performers, even better in 2012.” Now in its 41st season, the Canadian SkyHawks will perform before millions of people this year at shows in North America, Brazil, and Belgium. The unit
The 8-stack, one of the formations performed by the Canadian SkyHawks. has evolved from the initial unofficial team of sport parachute members of the Canadian Airborne Regiment in 1969 to today’s highly trained unit that is part of the Canadian Forces’ Centre of Excellence for Land Advanced Warfare.
WISCONSIN TOURISM OFFICIAL SAYS AIRVENTURE A UNIQUE ECONOMIC BOOST EAA AirVenture is one of Wisconsin’s unique events that enable the state to attract tourists from around the world, according to Wisconsin Department of Tourism’s deputy secretary. David Fantle made the comments at the annual Oshkosh Tourism Breakfast, hosted by the Oshkosh Convention and Visitors Bureau. The Oshkosh CVB is also the organization that hosts and coordinates Oshkosh housing availability during AirVenture. “We are reaching out more to international audiences and inviting them to Wisconsin,” Fantle said, while noting that the state attracted about 600,000 international visitors in 2011. “There are only a few events in the state that are an immediate draw for international tourism to Wisconsin, and EAA is certainly among them.” AirVenture annually draws visitors
from more than 60 nations, and attracts media from five continents for the event. EAA’s annual fly-in also provides a significant amount of Winnebago County’s economic benefit from tourism. The county, of which Oshkosh is the county seat, ranks 10th in Wisconsin tourism spending with $201.7 million dollars spent in 2011. That accounts for 4,600 jobs in the county and $26.7 million in local and state tax revenue each year. University of Wisconsin-Oshkosh studies have put AirVenture’s annual economic benefit to the Oshkosh region at $110 million. More important to Wisconsin, more than 70 percent of all event visitors come from outside the state. Additional events held on the EAA grounds, such as the Wisconsin Public Service Farm Show, supply additional tourism revenue to the Oshkosh area.
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Flying With Faber
Fandango Restaurant, located on the beautiful Monterey Peninsula in the heart of Pacific Grove, California. The familyowned restaurant, conveniently located near Monterey and Carmel, stands for a heritage of good taste, craftsmanship of award winning cuisine and 25 years of tradition. (Fandango Restaurant) Continued from Page 29 nished in the spirit of a Mediterranean villa. The beauty of this place increased with each step through the other rooms. Most have wood-beamed ceilings, heavy windows, handmade curtains and an array of colorful tile and art work. Diners seated at country kitchen-styled tables beamed with looks of excitement and contentment. It did not look like a restaurant full of people, it looked like a neighborhood house party. I glanced at each plate of food and had to force myself from begging, or even stealing a sample. Fandango, which serves lunch, dinner and Sunday brunch, is resolute in its dedication to the use of top-notch ingredients from local seafood and produce to premium meats and poultry. The chef, at his post for more than 25 years, insists on cooking the old fashion way. Each day, he roasts veal and beef bones to make superlative stock and demi-glace. His sauces are fashioned from fine wines and stocks reduced to a rich flavor and syrupy consistency. He shares my belief that great products should be served with little or no
fuss or embellishment – this enables the personalities of the individual provenance to resonate to their full potential. I launched with a cup of French onion soup. Fandango’s version has a rich broth, tons of caramelized onions, topped with a fresh crouton and a thick blanket of gruyere cheese. Caesar salad was lightly dressed in an authentic delicate dressing and sprinkled with an generous supply of genuine Parmigiano Reggiano. The best rack of lamb I ever had to date was served to me about ten years ago at the Ritz Hotel in Paris. I have been searching for a superior version ever since. I found it! Fandango’s rack is plump and juicy – a superb example of an exquisite portion of meat that demands no adornment. The texture and flavor were unparalleled. We also shared a huge helping of osso buco, a braised shank served with the outstanding veal stock, Madeira, tomato, mushrooms over saffron rice. Again, the best I’ve ever had. Other outstanding selections include short ribs slowly braised in red wine with seasonal veggies, an authentic paella, calf liver and onions or fresh salmon fettuccine with sun dried tomatoes and cream. Desserts, which I generally avoid in a restaurant, should not be missed at Fandango. Try the Gran Marnier Soufflé, the lemon cheesecake or farandole sundae. This outstanding culinary experience was made even better by the quality of the service. Our waiter demonstrated the ideal combination of professionalism – he was responsive, efficient, knowledgeable about every food item and, most important, down-to-earth and natural. The question I’m always asked is: “What is your favorite restaurant in the world?” I usually respond with a list of ten or so. Fandango is now in that list.
When I reflect on these ten restaurants, I can almost still taste the food. That will be the case with Fandango. This restaurant is worth a special trip to the Monterey Bay area. From now on, whenever a chef asks me why I am critical of his or her cuisine, I will respond as follows: “If you want an example of a restaurant that is as close to perfection as a restaurant can be, stop in and have a meal at Fandango. You might learn something.”
Duarte Tavern 202 Stage Road, Pescadero, CA 94060, 650/ 879-0464 Duarte’s Tavern is hardly the new kid on the block. Well, they are the only kid on the block – and the oldest – they opened their doors in 1894. Pescadero, a city of approximately three blocks in length, is about an hour’s drive along scenic Highway 1 from Monterey. Menu items include artichoke dishes (the restaurant is in the heart of artichoke-growing country), pork chops with fresh apple sauce, homemade soups and salads, crab, French dip and Portuguese sausage sandwiches, hot beef and gravy sandwiches and, most important, one of the best bowls of cioppino I have ever had. It’s served in a hearty tomato broth and chock full of fresh shrimp and crab legs. Other seafood dishes include fish recently caught from the ocean just down the street.
The Airports For trips to Ojai, the choice is either Santa Barbara or Oxnard. Oxnard (KOXR) is an old favorite of mine. During my instrument training, it was an airport of choice for ILS approaches. Most mornings, you could generally
June 2012
count on a marine layer of clouds and fog which hugged the field with a ceiling of about 500 to 1,000 feet – this meant you could log some actual IFR time. The field, at an elevation of 45 feet above sea level, has a solitary landing strip, runway 7/25 which is 5,953 in length. There is also a VOR approach to the runway. My FBO choice is Oxnard Aircraft and Jet Center, 805/985-2490. Santa Barbara (KSBA) is an extremely popular airport. The field boasts a set of parallel runways, 15R/33L and 15L/33R. Each is approximately 4,200 feet long and 13 feet above sea level. The primary runway is 7/25, which is 6,052 feet long with both ILS and VOR approaches. It’s fun to fly in and walk about a mile to the coastline and visit some of the local beach restaurants. Atlantic Aviation can be reached at 805/964-6733. Monterey Peninsula Airport (KMRY), is my choice for visits to Carmel and Pacific Grove. This gorgeous airport has parallel runways, 28L/10R and 28R/10L. The primary runway is 7,616 feet long. The second is 3,513 feet long. The ILS approach is to 10R. However, the wind direction is frequently not suitable for Runway 10 operations, so Runway 28 is often your option. Runway 28L has a localizer approach and a GPS approach. Three choices of FBOs are at your disposal: Monterey Bay Aviation, 831/3752359, Del Monte Aviation, 831/373-4151 or Monterey Jet Center, 831/373-0100. I’ve talked about some of my favorite restaurants. I’ve written about my favorite time to fly along the California coast. I should modify what I have written – any time is my favorite time to fly along the California coast, or anywhere for that matter.
Editorial Continued from Page 34 and it interferes with the tower’s task of maintaining some semblance of order. Expect a wide downwind or base leg (depending upon the runway you end up with) and very long (number 20 on final) final. Do not plan to simply configure your plane as you usually do. Once again, the plane in front of and behind you will drive your approach. Keep in mind that the Corsair behind you is flying 70 knots faster than you are and can not see past the first row of rivets directly in front of his windshield. 5. Landing. This is where heads up pilot skills come in. Runway 9/27 has three colored “dots” painted on the runway. Runway 18/36 has four colored “dots,” each about 50 ft. in diameter. It is entirely possible that there will be up to seven air-
planes on the runway surface at the same time! Typically while on final approach, the tower will figure out the best way to keep you from running over the plane in front of you and keep the guy behind you from slicing and dicing your tail. You will be told to “land on the green Dot,” and they mean it! Maintain a reasonable glide slope (not a “drag it in” version of a high speed taxi) and hit the spot. Slow planes will be expected to keep the approach speed up until the last moment. How are your spot landings, and for tail draggers, wheel landings? If not good, you must practice to proficiency or simply do not fly into AirVenture. You need to be able to approach fast and, with a crisp forward slip, kill off the extra speed and hit the spot. Do what is needed to get your flying
skills up to snuff. This ability to land precisely holds true at all airports serving AirVenture. Remember that light signals are often used when the tower gets jammed. Review what they mean in the AIM as a part of your pre-flight planning. 6. After Landing. It ain’t over yet. You will probably be told to exit the runway immediately after landing. That does not mean to taxi leisurely to the nearest paved turn off. It means run off the edge of the runway into the grass. Yes, there may be a bump when you hit the edge. Look sharp and hold back pressure on the stick to protect the nose wheel and prop. Once you rumble onto the taxi way, volunteers will give you directions to parking, if you remember to have the signs made that are covered in the NOTAM. Make sure these
signs are large and can be read at a distance of at least 30 ft. Do not force a volunteer to approach your plane, engine running, and have to shout through a partially open window or door. Finally, taxi with courtesy, especially in the camping areas, lest you blow over the tent of a neighbor that might have fed you. Oh yes, attendees and volunteers will quickly point out where the nearest “convenience station” is located. Does this sound like an adventure? Obviously it is. Your pilot skills need to be at their peak and pre-flight planning impeccable. If properly prepared and practiced, you may get that coveted “nicely done red low wing” from an appreciative tower crew. That is a terrific and memorable compliment. Be careful and be informed, but most of all, have a blast!
June 2012
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From Skies to Stars
By Ed Downs
NASA SEARCHES This month’s edition of Skies to Stars diverts from the personal experience of astronomy and takes a quick trip into the wonders of astrophysics. The big guns at NASA are coming up with some pretty cool stuff that has been shaking up the scientific community. From almost the beginning of recorded time, our feeble species has wondered, “are there other ‘Earths’ out there?” Thanks to the Kepler, the Spitzer Space Telescopes and the U.S. portion of the European Space Agency’s Planck mission, that question is being answered. The Kepler Space Telescope looks for Earth-size planets in the habitable zone, the region in a planetary system where liquid water could exist on the surface of the planet orbiting around sun-like stars in our galaxy. The Spitzer Space Telescope provides the astronomical community with unique infrared images. Among its many duties is probing the atmospheres of planets beyond our sun. The bottom line is that over 2,300 “planet candidates” have now been discovered. Some 400 of these planet candidates are presumed to be “Earth-like,” in that they are estimated to be similar to Earth size and in a favorable temperature zone that
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will support liquid water. One of these candidates, Kepler 22b, is of particular interest and is known to occupy a habitable zone. But the following information from a NASA press release is even more exciting because a planet, called 55 Cancri e, has been detected by the presence of its own light. “NASA’s Spitzer Space Telescope has amazed us yet again,” said Bill Danchi, Spitzer program scientist at NASA Headquarters in Washington. “The spacecraft is pioneering the study of atmospheres of distant planets and paving the way for NASA’s upcoming James Webb Space Telescope to apply a similar technique on potentially habitable planets.” The planet, called 55 Cancri e, falls into a class of planets termed, “super Earths,” which are more massive than our home world. The planet is about twice as big and eight times as massive as Earth. It orbits a bright star, called 55 Cancri, in a mere 18 hours. Previously, Spitzer and other telescopes were able to study the planet by analyzing how the light from 55 Cancri changed as the planet passed in front of the star. In the new study, Spitzer measured how much infrared light comes
FOR
OTHER EARTHS
from the planet itself. The results reveal the planet is likely dark in appearance, and its sun-facing side is more than 2,000 Kelvin (3,140 degrees Fahrenheit), hot enough to melt metal. The new information is consistent with a prior theory that 55 Cancri e is a water world: a rocky core surrounded by a layer of water in a “supercritical” state where it is both liquid and gas, and topped by a blanket of steam. The 55 Cancri solar system is relatively close to Earth, at 41 light-years away. It has five planets, with 55 Cancri e the closest to the star. Spitzer discovered the sun-facing side is extremely hot, indicating the planet probably does not have a substantial atmosphere to carry the sun’s heat to the unlit side. “When we conceived of Spitzer more than 40 years ago, exoplanets (distant solar systems) hadn’t even been discovered,” said Michael Werner, Spitzer project scientist at NASA’s Jet Propulsion Laboratory in Pasadena, Calif. “Because Spitzer was built very well, it’s been able to adapt to this new field and make historic advances such as this.” In 2005, Spitzer became the first telescope to detect light from a planet beyond our solar system. Since then,
other telescopes, including NASA’s Hubble and Kepler space telescopes, have performed similar feats of observation. NASA is now learning how to observe the planets themselves, and applying that knowledge to other space telescopes. But, is this advance stuff just for the pros. Not at all. While the amateur astronomer can not see exoplanets, we can view variable stars, and see the star systems that contain active solar systems. We can see the same galaxies being seen by these advanced telescopes and, through amateur astro-imaging (photography), obtain remarkable records of our viewing. For more information about exoplanets and NASA’s planet-finding program visit: http://planetquest.jpl.nasa.gov. For more information about Spitzer, visit: http://www.nasa.gov/spitzer For more information about the Kepler mission, visit: http://www.nasa.gov/kepler and http://kepler.nasa.gov. Fro more information about European, Canadian and U.S. Planck visit: http://www.nasa.gov/planck
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June 2012
It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
INTERSECTION INCURSIONS According to the FAA, there are approximately three runway incursions every day in the United States. A runway incursion is defined as: Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and takeoff of aircraft. Different aspects of the runway incursion problem will be addressed in future issues of CALLBACK. This month we will look only at runway incursions related to intersection departures.
CHINO AIRCRAFT SALES
An Intersection Close Call Thanks to an alert ATC crew in the Tower, a pilot’s failure to hold short at a runway/taxiway intersection resulted in a close call rather than a collision. • A PA46 Malibu called ready to taxi at the west ramp. I told him, “Taxi to Runway 14R at Echo; taxi via Echo” and he read back, “Taxi to 14R at Echo.” I noticed him taxiing fast on Echo while I was giving another aircraft an IFR clearance. As he got closer to the runway, I asked him if he needed a run-up; he replied, “No.” I was about to ask him if
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Wrong Way Departing from the end of a runway (that does not share a common point of origin with another runway) leaves only one direction available for the pilot to takeoff. As described by a Tower Controller in this report, the situation is more complicated at the intersection of a runway and a taxiway; there are two Continued on Page 43
1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.
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1961 F33 DEBONAIR, 260 HP, 104 gal., D’Shannon mods. Slope W/S, new paint, $52,500.
PIPER ARROW, 1720 SMOH, NDH, IFR, all records, new strip/paint, 3 blade prop, $42,500.
1978 SENECA II, Narco, Cent. III AP, 12 SMOH L/R, new glass new P&I & annual. $139,500 OBO.
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1969 C150, square tail, 358 SMOH, $16,950. 1981 152, 1150 SMOH, new paitn & interior. New annual. $29,500. 1977 C172, 1450 SMOH, late paint, IFR. $37,500. 1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.
1961 COMANCHE 250/260, fueld injected, 1310 SMOH, 4400 TT, no AD on propeller, tail SB complied with, NDH. $49,500 must sell! 1962 FORTUNE 500 G-18 hi-cabin tail dragger, 350/350 SMOH, new int., Custom paint. King IFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.
1973 TURBO AZTEC, 1150 SMOH, fresh annual, MX20, Garmin 430 SL3, STEC 55, AP, $84,500 1967 680V TURBINE COMMANCDER $149,500. Will finance. 1977 LEAR 24, 2500 hrs to TBO, all records RVSM, LR fuel, Part 135 air ambulance.
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FOUGA MAGISTER, nice, custom Blue Angels paint job, mid time engine. Show ready $39,500 OBO. Will trade.
1979 C172N, 8270 TT, 0 SMOH, $56,000. New Paint. New annual, low down, will finance.
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the pilot not see the runway, but as soon as I noticed he wasn’t going to stop, I reacted.
1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.
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he needed a back taxi when I noticed he wasn’t slowing down for the hold short line. I immediately told him to stop, but he passed the hold short line. I turned to tell my Local Controller, but he had already seen it and canceled a Cessna’s takeoff. The Malibu was not able to stop before entering the runway, and the Cessna was not able to stop before the intersection. The Cessna swerved left to miss the Malibu, and reported being 50 feet away at the time he passed him. We advised the Malibu of his possible pilot deviation. I believe we did everything in a timely manner. I don’t know what made
1975 WARRIOR,680 SMOH, IFR, $37,500. 1967 TWIN COMANCHE, 300 SMOH, 69,500.
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June 2012
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NATF ANNOUNCES SCHOLARSHIP The National Air Transportation Foundation (NATF) has announced the Navigate Your Future scholarship, the newest addition to the foundation’s scholarship program. This scholarship is offered to a graduating high school student continuing his or her education in the general aviation industry. The scholarship applicant must be a graduating high school student planning a career in the general aviation field and accepted into an aviation-related program at an accredited college or university. The applicant must submit along with his or her completed application the letter of acceptance from the college or universi-
ty and a personal statement discussing his or her general aviation career aspirations, education plan, flight training goals and two or more reasons why he or she should be chosen for this scholarship no later than the last Friday in June, June 29. The National Air Transportation Foundation is dedicated to promoting general aviation careers through the many scholarships offered. The NATF annually recognizes aviation enthusiasts and encourages development in the general aviation industry. For more information about this scholarship or any of their other scholarship opportunities, visit www.nata.aero.
Aircraft Arrival Schedule Continued from Page 34 The mass arrivals begin this year on Friday, July 20, when as many as 50 participants in the Cherokees to Oshkosh group are scheduled to arrive starting at 1 p.m. That paves the way for three group arrivals Saturday, July 21: • Bonanzas to Oshkosh - as many as 100 aircraft, arriving at 1 p.m. • Cessnas to Oshkosh - 75 aircraft, 2:30 p.m. • The 15th Mooney Caravan - 39 aircraft, 4 p.m.
On Sunday, July 22, as many as 75 Piper Cubs are scheduled to arrive together at 6:30 a.m. as a part of the 75th anniversary celebration of the Cub this year. All told, more than 200 Cubs are expected to attend. Also Sunday, up to 40 Van’s RVs are scheduled to arrive beginning at 1:30 p.m. Those not flying in the mass arrivals should note that this schedule is subject to change, and may be affected by the weather.
Safe Landings Continued from Page 42 directions available to turn… and one of them is wrong. • Ground Control placed a strip into my departure bay, a Cherokee for a southeast departure off of Runway 10. I had two aircraft inbound to Runway 28 and would have had to delay the Cherokee for several minutes, so I asked the Cherokee if he could accept a 17L at Alpha Intersection departure. The Cherokee said he could accept that and read it back, so I cleared the Cherokee for takeoff on 17L at Alpha with a southeast departure. My next transmission was to a Cessna full length. I said, “Cessna Runway 17L full length, line up and wait, traffic departing down-field.” The Cessna went into position. I saw the Cherokee taking Runway 17 from Alpha then looked back at Runway 28 for the Cessna I had that was rolling out. At that time Ground Control told me to tell the Cherokee to stop. I turned around, observed the Cherokee rolling opposite direction and told him to stop. The Cherokee had apparently turned right onto 35R instead of left onto 17L. I told the Cherokee that 17L was the opposite
direction and he exited the runway. The following, from the FAA Pilot’s Handbook of Aeronautical Knowledge, are some practices to help prevent a runway incursion: • Read back all runway crossing and/or hold instructions. • Review airport layouts as part of preflight planning, before descending to land and while taxiing, as needed. • Know airport signage. • Review NOTAMs for information on runway/taxiway closures and construction areas. • Request progressive taxi instructions from ATC when unsure of the taxi route. • Check for traffic before crossing any runway hold line and before entering a taxiway. • Turn on aircraft lights and the rotating beacon or strobe lights while taxing. • When landing, clear the active runway as soon as possible, then wait for taxi instructions before further movement. • Study and use proper phraseology in order to understand and respond to ground control instructions. • Write down complex taxi instructions at unfamiliar airports.
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Celebrating Twenty-Eight Years of In Flight USA
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SENATORS JOHANNS Senators Mike Johanns and Ben Nelson joined the General Aviation Manufacturers Association (GAMA) and more than 400 workers, state and local officials and aviation enthusiasts on May 18 at Duncan Aviation for a general aviation (GA) jobs rally. The rally was held inside Duncan Aviation’s new paint hangar at the Lincoln Airport. Senator Mike Johanns, co-chair of the Senate GA Caucus, and Senator Ben Nelson recognized the impact GA has on the quality of life in Nebraska and the state’s economy. “General aviation plays a critical role in our economy – from job creation to transportation,” Johanns said. “I was
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Nebraska is sometimes referred to as “The 500 Mile State” because it’s about 500 miles from east to west borders. Our
NELSON ATTEND GAMA JOBS RALLY
glad to help form the Senate’s General Aviation Caucus to promote policies that support the hardworking men and women who deliver goods and services across Nebraska and the globe, lifting our economy at the same time.” “General aviation is critical to the state of Nebraska,” spoke Senator Ben Nelson. “It keeps America connected and infuses urban and rural areas with much-needed tax revenue and jobs. I support general aviation and the critical services and jobs it provides to our communities, large and small.” Two of GAMA’s members, Duncan Aviation and Hamilton Sundstrand, have facilities in Nebraska. Both had represen-
ON THE
By Senator Ben Nelson
AND
land area total is about 77,000 square miles making us 16th in the nation in total land mass. In a large rural state like Nebraska, if it wasn’t for general aviation and the
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tatives on hand to talk about the role their companies play in the state’s economy. Todd Duncan, chairman of Duncan Aviation remarked, “We play a key role in helping companies of all types and sizes compete using their business aircraft in a marketplace that demands speed, flexibility, efficiency and productivity. In the current economic climate, Duncan Aviation is proud to be expanding and adding jobs in the communities where we are located. We thank our senators for their efforts in protecting this industry.” “Our Nebraska operation manufactures core components for a wide range of vital aircraft systems,” said Justin Keppy, vice president of manufacturing for
Hamilton Sundstrand. “We are proud of our employees’ contributions to the aerospace industry and the local community and appreciative of the senators’ focus on this industry.” GAMA’s President and CEO Pete Bunce closed with, “We are fortunate to have with us members of Congress who understand the vital role general aviation plays as an essential form of transportation and as a creator of well-paying jobs. General aviation is woven into the fabric of this state and we are fortunate to have strong leadership in Senators Johanns and Nelson who recognize general aviation’s importance to the Nebraskan economy.”
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June 2012
small prop driven planes many people use to get around it would make it difficult for many businesses to thrive, search and rescue operations to be carried out, hunters to get to remote areas, public officials to meet with constituents and many others who need to travel long distances quickly. I got thinking about this at a recent rally in Lincoln for general aviation
attended by electrical engineers, fuel suppliers, mechanics, and other Nebraskans who are involved in this vital industry.
Small Airports Dot the State There are dozens of public use small airports that can accommodate small planes that span the state from Cozad to Continued on Page 46
RENO RACES RECEIVE CONDITIONAL APPROVAL FOR 2012 EVENT The Reno-Tahoe Airport Authority Board has given a one-year special permit to the Reno Air Racing Association (RARA) to hold the annual Reno National Championship Air Races, provided RARA obtains $100 million in insurance coverage, according to a report in the Reno Gazette-Journal. The permit also stipulates that RARA must pay any increase in insurance rates incurred by the authority for holding the races, which are scheduled for September 12-16 at Stead Airport. “We’re close to finishing, and we’re in great shape,” said Mike Houghton, RARA president/CEO, regarding efforts to obtain the insurance certificate. He said the hope is to present evidence of insurance coverage at a scheduled airport
authority meeting next week, adding that “group effort” will be required to raise the amount needed to pay for the policy after obtaining the certificate. RARA is also in the process of responding to the NTSB, which in April put forth seven recommendations to make the event safer after last year’s tragic accident that claimed the lives of 11 people and injured 70 others. Houghton also was expected to present recommendations at the airport meeting in late May from the blue-ribbon panel of aviation experts formed by the association to study all aspects of the races – both on and off the pylon course – to determine what can be done in the areas of safety.
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June 2012
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The Pylon Place
Marilyn Dash’s
PLANES
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he Planes of Fame Museum held their annual airshow the first weekend in May 2012. This year’s theme was “1942 – Turning the Tide” celebrating the 70th anniversary of our entry and participation in World War II. This is clearly one of the finest airshows in the US. And this year was no exception. The regular aerobatic acts including Hartley Folstad and Margie Stivers in their Silver Wings Wingwalking performance started the day off with a beautiful “ballet in the sky.” Long time Chino regular, Tumbling Bear followed with his high-energy aerobatic routine in the Zlin. Clay Lacy returned again this year with his Learjet Routine which is always fun to watch. New features this year included fan favorite and award-winning performer Sean D. Tucker, who brought his amazing Oracle Challenger III Biplane to wow the crowds. His aerial high-jinx included his signature double hammerhead, centrifuge, helicopter pass and the series of three ribbon cuts, all in different configurations – right knife edge, left knife edge and inverted. One criterion by which we judge an aerobatic act is the number of people who leave their seats and rush to the flight line to watch. No one was seated during Sean’s high powered routine. Sean has infectious energy and passion for what he does. And it shows in every single per-
Stewart Dawson aerobatic routine in the Tigercat known as Here, Kitty, Kitty. (Anthony Taylor) formance. Another aerobatic act which kept the fans standing was Stewart Dawson doing a graceful routine in Rod Lewis’ Tigercat called Here, Kitty, Kitty. His ability to twist and turn that giant plane was amazing. He took Kitty through a series of Loops and Rolls which we are more accustomed to seeing in a smaller, lighter aircraft with the twin engines just purring. Seriously, this was one of my favorites of the show. The Horsemen were also in atten-
FAME AIRSHOW DOES dance. In previous years we have seen them in two or three P-51 Mustangs or in F8F Bearcats. This year, with Steve Hinton joining as their lead, Ed Shipley and Dan Friedkin remained in their P-51s while Steve led with the P-38 named Skidoo. The trio put on a wonderful combination of Warbirds, formation flying
The Horsemen's newest formation including the P-38 and two P-51s. (Anthony Taylor) and aerobatics. The final aerobatic performance of the show featured Dennis Sanders in Argonaut, the R-2800 powered Sea Fury. This demonstration is different from all the others because it showcases wingtip self-contained smoke generator systems. The fans love the way Argo creates smoke rings while doing a series of aerobatic maneuvers. Again, this show is a must see and a fan favorite. Intertwined with all of these wonderful performances, the Planes of Fame Museum put on an aerial display of their incredible warbird collection. For the 70th anniversary of the Doolittle Raid, three B-25s took to the sky to remind us of the importance of that event to “Turn the Tide” – the theme of the show. A trio of Japanese Zeros made several passes during the show and provided the fans with a memorable experience. Bearcats, Avengers, Corsairs, Dauntless, Skyraiders, Texans, a Fairey Firefly and a Hellcat were just some of the aircraft tak-
IT
AGAIN
Flight included one of my favorites, the QF4 from Holloman AFB and two P-38s and a P-51. The final low passes by the QF-4 were as loud and impressive as any one airshow fan would want. One of the best ways to enjoy a show like this – if you’re not flying in it – is to volunteer. I spoke to easily 20 people who take vacation time from their jobs and spend their time volunteering for the show. There are also opportunities to help by sponsoring the airshow or at least becoming members of the Museum. If you haven’t made it to Chino and the Planes of Fame Museum and Airshow yet, what has taken you so long? See you next year? I hope so!
Reno Updates All indications point to a green light for the Reno Air Races this year. As discussed in the past, there are several hoops to jump through and we are clear of all hoops, but two. Let me explain. The first thing we needed was the
Reno Tahoe Airport Authority providing us with a permit to hold the event. This permit was issued on May 17. While in the past, the RTAA gave five-year permits, this year they gave only a one-year permit – and issued additional requirements for insurance and for RARA to comply with the NTSB recommendations made in April. The insurance requirement increased to $100 million and the premium will now cost $2 million to secure. This is an enormous increase for a one time per year event, but is non-negotiable. The final hurdles include the FAA Waiver – which should not be a problem. The FAA has said if RARA adheres to the NTSB recommendations, they will grant their waiver. Another hurdle is actually paying for the $2 million insurance premium. Continued on Page 46
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Rarely seen three Japanese Zeros in formation. (Anthony Taylor) ing part in the well-orchestrated airshow. If you like jets, the Korean War Dogfight between the MIG-15 and the F-86 would have delighted you. And the Heritage
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June 2012
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The goggles worn by Charles Lindbergh during his historic flight across the Atlantic in 1927 are now on display at the San Diego Air & Space Museum in honor of the flight’s 85th anniversary. The goggles are a part of the Museum’s current special exhibition, “How Things Fly,” a fun, hands-on exhibit exploring the forces of flight through four interactive zones.
In addition to the goggles, other rare and unique artifacts have also been added to the exhibit. The artifacts include Lindbergh’s Medal of Honor, a piece of fabric from the original Wright Flyer and the Red Baron’s medals. The Museum’s goggles were given to the manager of the Le Bourget aerodrome in Paris, France on May 21, 1927, Continued on Page 53
Planes on the Plains Continued from Page 44 Columbus, from South Sioux City to Sidney, from Beatrice to Burwell. They literally run the length of the alphabet beginning with Albion and continuing through to York, and we’re better off because we have them. General aviation is a critical component in Nebraska’s infrastructure – and general aviation is an irreplaceable part of Nebraska’s economic machinery. Our state wouldn’t have much of an economy without general aviation. It keeps people and goods moving. It enables trade and communication – both essential to economic growth. It keeps commerce flowing and empowers new business.
Economic Boost from Air Services I have seen first-hand how aviation encourages investment and creates opportunities for economic growth – all across our state. General aviation provides both urban and rural Nebraska communities with much-needed tax revenue and jobs. General aviation helps Nebraska’s businesses grow and remain competitive, and it helps attract new businesses to our state.
Access to general aviation is very important to companies determining where to locate their Nebraska operations. Air services are necessary for growth sectors - on which Nebraska’s future economic success will depend – like hightech companies and financial services.
Nebraska’s Production Aviation stimulates Nebraska’s Gross Domestic Product, and directly contributes to it, too. Last year, general aviation contributed more than 721 million dollars to Nebraska’s economy – that’s nothing to laugh at. General aviation supports the employment of tens of thousands of Nebraskans, and directly employs around 1,200 Nebraskans – in manufacturing alone! It just cements the fact that general aviation is inseparable from Nebraska’s economic health and vitality. This is why my commitment to Nebraska aviation has been unwavering. It is essential to keep Nebraska’s general aviation, manufacturing, and operating community strong. Keeping general aviation strong keeps Nebraska strong. Planes on the plains are essential to Nebraska’s economy, now and in the future.
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The Pylon Place that we are or will soon be in compliance Continued from Page 45
Which brings me to the final hurdle – getting people to come back to the races and start buying tickets, merchandise and setting up those hotel reservations. We understand that until now, most people still felt there was a level of uncertainty around the event in September. Hopefully, the above update will satisfy your fears and we can move forward and see each other again in September. To quote Mike Houghton, “I am very pleased to announce that we have, indeed, secured our required insurance policy of $100 million, and are absolutely confident
with all airport authority stipulations.”
Looks good to me! June is PRS and I know I’ll be there to meet and greet the rookies. I hope to have a full report about all the new and exciting racers we will see soon! Also, keep checking the Air Racers 3D website (www.airracers-thefilm.com) to see when the IMAX film about the Reno Air Races debuts at your local theatre. Until then…. Fly Fast…
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Green News
GUINNESS WORLD RECORD SETTING ELECTRIC MOTORCYCLE TEAM LAUNCH NEW VENTURE TO BUILD INFINITE RANGE ELECTRIC AIRCRAFT American electric vehicle pioneer Chip Yates and his team of record-breaking engineers who created and raced the World’s Fastest Electric Motorcycle have announced the formation of a new aerospace company, Flight of the Century, Inc. with a website at www.flightofthecentury.com The company has been founded to develop, fly, and commercialize a recently filed worldwide patent (61/618,482) that enables electric aircraft to remain aloft indefinitely. Flight of the Century (FOTC) Founder Chip Yates presented the technology at NASA’s Ames Research Center on March 31, 2012 as part of the Conrad Foundation’s Spirit of Innovation Summit. The company’s potentially gamechanging Infinite Range Electric Flight technology involves a continuously flying electric mothership capable of docking with flying supplemental battery packs configured as Unmanned Aerial Vehicles (UAVs). Once depleted, a docked UAV battery pack is jettisoned away from the mothership and autonomously glides down to a ground or ocean-base collection and recharge station. For infinite range electric flight, a replacement UAV battery pack is launched and is either hard or soft docked to the still flying mothership. For missions where re-docking is not practical, the FOTC team is also commercializing its patent-pending Jettison & Balance System (JBS) that dramatically extends the flight range of today’s electric airplanes as follows: • An immediate 40 percent range increase is realized through weight reduction by configuring an electric airplane’s battery pack into two parts, and jettisoning one of them with a steerable parachute over a collection and recharge zone during the first half of a flight. The remaining pack is rebalanced to maintain aircraft center of gravity. • Moreover, a 90 percent range increase is realized by splitting a battery pack into more segments and making periodic drop/rebalance operations as each segment is depleted sequentially. Executing ten such drops during a flight
nearly doubles the total range due to the massive weight reduction from jettisoning dead packs. “Our approach to solving the problem of poor range for electric aircraft is fundamentally different because our systems dramatically extend range without relying upon promises of future battery
improvements. We believe our technology, and especially our JBS product, represents a near-term breakthrough that can literally be implemented today,” said Chip Yates. The company is pursuing commercial and military applications and is in talks with collaboration partners from
both areas, with more formal announcements forthcoming. Flight of the Century engineers are also continuing the world record-breaking legacy of the company with the recent purchase of a Burt Rutan designed Long-EZ aircraft (N158TG) that is currently undergoing an all-electric conversion in the Orange County, Calif. corporate headquarters. Dubbed the “LongESA” for “Electric Speed & Altitude,” the 258 horsepower composite aircraft is scheduled for flight testing in July, 2012 followed by manned world record attempts for highest altitude and fastest top speed for electric airplanes. “It’s exciting to be a part of the next big breakthrough in alternative fuel aircraft technology, while also extending the legacy of the Rutan Long-EZ,” said FOTC Aerospace Engineer John Kolaczynski. For complete information visit the website at www.flightofthecentury.com.
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Celebrating Twenty-Eight Years of In Flight USA
June 2012
Six Scholarship Winners Chosen To Train At Purdue Continued from Page 6 at that year’s National Tuskegee Airman Convention. In his scholarship essay, Tyrell wrote: “ I have lived on Air Force bases all my life, where hearing the roar of the engines and seeing planes is an everyday occurrence. I’ve been mesmerized by planes since I was a toddler. At a young age I knew I was born to fly!” Steven Scott of Poway, Calif. was paralyzed in an auto
accident several years ago. He plans to use his flight training experience to inspire others facing the same life-changing experience. Before the accident Steven had earned several patents for his work in solar energy, and is an avid builder and flyer of scale model aircraft, a hobby he often demonstrates to children in his neighborhood. In his application he wrote about his passion for flight, and early lessons years ago before the pressures of work and daily life intervened, “Looking back has shown me that that flying has been a big part of my life since an early age, and that I need to stop let-
ting life get in the way. Obtaining my pilot’s license will show people that they can achieve their goals no matter what the obstacle.” Matt Sponaugle of Elkins, W.Va. is a graduate of West Virginia Wesleyan College and was paralyzed in a skiing accident. While serving as the IT manager at a health care systems company, Matt is also active in a number of wheelchair sports, including basketball and track and field. He has nearly ten
BLACKBOARD HONORS EMBRY-RIDDLE Embry-Riddle Aeronautical University – Worldwide was named a winner of a Blackboard Catalyst Award for Exemplary Course Program, which honors members of the community who design and develop exciting and innovative courses that represent the very best in technology and learning. Part of the annual Blackboard Catalyst Awards program since 2000, the Blackboard Exemplary Course Program Award highlights technologically rich, engaging, well designed, and pedagogically sound courses that showcase best practices for the user community. More than 151 entries were evaluated in a rigorous peerreview process by more than 250 faculty and instructional designers. Submissions
were judged on the following components: course design, interaction, collaboration, assessment and learner support. The Blackboard Catalyst Awards program annually recognizes and honors innovation and excellence in the Blackboard global community of practice, where teachers and learners work every day to redefine what is possible when leveraging technology. Business Communication (ENGL 222), The Legal Environment of Aviation (DAV 714), Aviation Safety Management Systems (DAV 712) and The Economic Environment of Aviation (DAV 713) were named 2012 Exemplary Course Winners. Blackboard’s recognition of Embry-
FOR
hours with a local flight instructor, but the lack of an adapted airplane halted his progress. At Purdue Matt trained in the Sky Arrow 600 modified with hand controls. In his essay he wrote, “From the first time I flew at Nags Head, N.C. on a flying tour of the beach I knew it was something I had to do, especially after the pilot let me take the controls and make a few turns. This would change my life because I accomplished something that is a challenge to anyone and I would be doing something that I love.”
ONLINE AVIATION COURSES
Riddle’s full-time, dedicated staff in course development and instruction vindicates their long-held position that distance and online coursework can, and must, uphold the intellectual rigors expected of students in traditional classrooms. “This recognition proves our process and course development to be as effective as we had intended. Students can be assured their quality of education is being upheld, regardless of the platform in which they pursue their degree here at Embry-Riddle Worldwide,” says Kevin Norris, Executive Director, Instructional Design and Development. “We applaud the Blackboard Catalyst Award winners and their accom-
plishments,” said Ray Henderson, Chief Technology Officer and President of Academic Platforms for Blackboard. “Their work represents some of the most innovative thinking in education today, and offers great models for how technology can help shape an improved education experience. We congratulate the award winners for their leadership, creativity and passion that is clearly evident in their work.” Jan Neal and Anna Reese, production coordinators at Embry-Riddle’s Worldwide Campus Instructional Design and Development Department, will be honored alongside 37 other Exemplary Course Program winners during BbWorld®, Blackboard’s annual user conference to be held in July in New Orleans, La. Blackboard is a global leader in enterprise technology and innovative solutions that improve the experience of millions of students and learners around the world every day. Blackboard’s solutions allow thousands of higher education, K-12, professional, corporate and government organizations to extend teaching and learning online. Embry-Riddle Aeronautical University, the world’s largest, fully accredited university specializing in aviation and aerospace, is a nonprofit, independent institution offering more than 40 baccalaureate, master’s and Ph.D. degree programs in its colleges of Arts and Sciences, Aviation, Business and Engineering. Embry-Riddle educates students at residential campuses in Daytona Beach, Fla., and Prescott, Ariz., and through the Worldwide Campus with more than 150 locations in the United States, Europe, Asia, Canada and the Middle East. The university is a major research center, seeking solutions to real-world problems in partnership with the aerospace industry, other universities and government agencies. For more information, visit www.embryriddle.edu.
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AIRCRAFT EXEMPTION PROGRAM
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Associated Sales Tax Consultants chairman and CEO Joseph F. Micallef has 40 years experience in the specialized field of taxation ... 10 years as a government tax auditor and 30 years as a business professional, California Courts-qualified tax expert and legislative taxpayer advocate. A private pilot since 1985, Mr. Micallef is a pioneer in the field of aviation taxation having personally trained and supervised many of the self-proclaimed pre-eminent experts in the industry.
(::6*0(;,+ :(3,: ;(? *65:<3;(5;: 05* / 9700 BUSINESS PARK DRIVE, SUITE 300, SACRAMENTO, CA 95827 T / WWW.AIRCRAFTEXEMPTION.COM / INFO@AIRCRAFTEXEMPTION.COM “Thank you for the opportunity to comment on the exceptional service you personally, and ASTC generally, have provided to the I2 Group, LLC. Through your extraordinary proactive, thorough and persistent efforts, we were able to avoid an improper tax circumstance from California tax authorities. Their non-responsive, delaying, and non-cooperative conduct was working! That is until ASTC stepped in. Your exceptional knowledge of the law, their own internal processes and pursuant facts saved us tens of thousands of dollars of excessive and improper tax. Our sincere thanks for a job well done.” – John Iffland, Partner, The I2 Group, LLC
Celebrating Twenty-Eight Years of In Flight USA
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June 2012
Business Aviation News
SUPERIOR AVIATION SERVICES, INC. MOVES IN NORTH TEXAS Helicopter repair and maintenance specialty company, Superior Aviation Services, Inc., has recently expanded by moving to a larger facility at the Dallas Executive Airport (KRBD), located in the Dallas/Ft. Worth area metroplex. The move offers capacity for more aircraft and easier access for customers. Since 1983, Superior Aviation has been providing comprehensive helicopter maintenance services for all models of turbine
helicopters. Company owner Tracy Williams stated, “We found ourselves needing more space, and this led us to relocate from Dallas Love Field to Dallas Executive Airport. Our facility has more hangar and office space, as well as easier access with less traffic both in the air and on the ground. The new location offers our customers many advantages, including competitive fuel prices.” Clients of Superior Aviation
TO
Services include commercial operators, law enforcement aviation departments, and individual helicopter owners looking for comprehensive helicopter maintenance with emphasis on safety and value. The company offers helicopter related services that include performing scheduled and unscheduled inspections, maintenance, repairs, maintenance tracking and management as well as pre-purchase aircraft inspection with recommendations
NEW FACILITY to prospective buyers of used helicopters. The new facility is conveniently located in North Texas at the Dallas Executive Airport (KRBD), formally Red Bird Airport. Dallas Executive Airport is located on the Southside of Dallas, Texas. For additional information regarding Superior Aviation Services, visit www.fixmyhelicopter.com or to discuss your helicopter maintenance needs, call Tracy Williams at 214/350-2749.
CESSNA ANNOUNCES LONG-RANGE CITATION BUSINESS JET Cessna Aircraft Company has introduced its newest and longest-range business jet, the Citation Longitude at the European Business Aviation Convention and Exhibition (EBACE) on May 14. This launch follows on the heels of Cessna's announcement, just over six months ago, of the new Citation M2 and Citation Latitude. Boasting a 4,000-nautical-mile range and a maximum speed of Mach .86, the Citation Longitude will make a non-stop flight from New York to Paris, London to Dubai or Beijing to Moscow. At a price of $25.999 million, Cessna believes that the Citation Longitude is the best value 4,000-nautical-mile super mid-size business jet available. Scott Ernest, Cessna president and CEO said: “The Citation Longitude sets itself apart with the largest Citation cabin, intercontinental range and a price point unmatched by other business jets with similar performance. This super mid-size
jet sets a new standard for cabin efficiency, connectivity and stylish comfort.” The Citation Longitude will be powered by two Silvercrest engines, with 11,000 pounds of thrust, made by Snecma (Safran group). These engines lead the industry in fuel efficiency, weight and maintainability. The engines will be on an on-condition maintenance plan, which is expected to reduce the operating costs of the aircraft because maintenance intervals will be extended significantly. “We are thrilled to bring the Silvercrest engine to Cessna customers because of its best-in-class efficiency, reliability and quality,” Ernest said. “This engine is expected to take the Citation Longitude to a new level and give our customers the range, efficiency and noisereduction they need to be successful in today's competitive environment.” The Citation Longitude's state-ofthe-art cockpit features Garmin G5000
avionics with touch-screen controls and all of the capabilities required to comply with emerging operating requirements for intercontinental aircraft, including FANS/CPDLC, ADSB and RNP. ??With space for a crew of two plus up to eight passengers and one optional additional crew member seat, the Citation Longitude features a stand-up 6-foot (1.8 meter) high, 31-foot (9.4 meters) flat floor passenger cabin. Cessna's intelligent cabin technology developed specifically for the Citation line, Clairity, will be standard on the Longitude to provide each passenger the 'ultimate connectivity experience.' Cabin seat configuration options include a dual-club eight-seat arrangement and a four-place forward club with a three-place couch and entertainment credenza. Cabin-length indirect LED lighting is provided overhead in the passenger service units with variable adjustment for direct reading lights and more. For long-distance travel comfort, the
cabin is equipped with a dual-zone temperature control, a fully operational galley with an oven and cold storage along with a pressurized water system. The aircraft features a large lavatory equipped with a vacuum-assist toilet. The cabin also features in-flight access to a spacious baggage storage area. As the longest-range business jet in Cessna's product line, the Citation Longitude is designed to offer an estimated full fuel payload of 1,950 pounds (884.5 kilograms), a maximum cruise speed of 490 knots true airspeed (907.4 kilometers per hour) and a maximum range of 4,000 nautical miles (7408 kilometers). The aircraft will have a maximum overall width of 86 feet (26.2 meters) and maximum overall length of 87 feet (26.5 meters) with a gently swept wing and advanced winglets for greater range, with improved hot/high performance, climb and fuel burn. Entry into service is expected in 2017.
ECLIPSE RECEIVES PRODUCTION CERTIFICATE FROM FAA FOR THE ECLIPSE 55 Eclipse Aerospace, Inc., manufacturer of the world’s first very-light jet (VLJ), has announced that it has received Production Certificate #550 from the Federal Aviation Administration (FAA), paving the way for production of the new Eclipse 550 twin–engine jet. Representatives from the FAA presented the production certificate to Cary Winter, Senior Vice President of Eclipse Aerospace, on April 25 at a ceremony held at Eclipse’s Albuquerque headquarters. A production certificate allows a company to manufacture aircraft and parts in conformance with FAA-
approved type design, and is only granted when the FAA has determined that the organization’s manufacturing processes and quality systems comply with all federal regulations. “Armed now with a fully certified aircraft, a certified production process, and an established supply chain, Eclipse is well positioned to re-introduce the Eclipse Jet to new production. Earning our FAA production certificate means we have successfully built a reliable, high-quality manufacturing process, and are well positioned to expedite aircraft deliveries,” said Winter. The rigorous FAA production certifi-
cate approval process includes the exhaustive evaluation of an organization’s manufacturing processes, quality control, and production inspection system. A team of FAA inspectors performs multiple audits on the organization and examines approved design data for compliance. “This was a great effort by our Quality, Engineering, Production, Supply Chain, and Facilities teams. We also appreciate the professionalism and dedication the FAA MIDO demonstrated throughout this initiative, and look forward to advancing the Eclipse 550 air-
craft to full scale production,” commented Winter. The new model Eclipse 550 twinengine jet is built upon the same proven Eclipse 500 platform, but will deliver with the next evolution of aircraft systems for general aviation jets. Systems upgrades include auto-throttles, synthetic vision, enhanced vision, and a redundant flight management system. First deliveries are expected in mid 2013. For more information, including how to order, visit www.ECLIPSE.aero.
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SELECT AIRPARTS ANNOUNCES NEW SERVICE OPTIONS Select Airparts has announced that overhaul and repair service options are now available on Beechcraft landing gear and control surfaces. Through a partnership with Preflight Repair Services, Inc. customers now have the choice of exchanging gear parts and controls or having their units repaired.
Preflight Repair Services is a CFR part 145 repair station that works exclusively on Beechcraft components. Repairs are made to factory specification. An aluminum elevator skin option is available for particular Beechcraft models. Select Airparts offers free quotes on repairs of these units with fast turn-
around time once the part is received. AOG service is available. Select Airparts has been offering quality Beechcraft airframe parts in new surplus, overhauled, and as-removed condition for over 20 years. They carry parts for all models from Musketeers through Hawker Jets. They are proud to serve
BOB’S AVIATION SUPPLIES Bob’s Aviation Supplies is on the move, both in terms of customer convenience and location. That’s right, long located at Palo Alto Airport in California, Bob Walls, owner of Bob’s Aviation Supplies, has decided to move away from the daily commute of three hours on the freeway for the 26 mile (one way) commute to and from Palo Alto. Instead, he has opted for a leisurely ride to the San Martin Airport (AKA South County Airport in Santa Clara County). According to Bob, “South County Airport” (Q99) allow our customers from outlying airports without a pilot shop to
take a pleasant drive or a short flight to his store. Bob continues, “And those flying in will enjoy the quiet, simple airspace of South County, with only a short walk required from transient parking to reach the store; or, if driving, park right in front of the store. South County Airport is a great place for CFI’s to send their students on cross-country flights. While the location is changing, Bob points out that, “We will continue stocking a full line of charts (discounted 10 to 15 percent), TACs, bound and loose leaf approach plates, WACs, low enroute, AFDs, along with
BELL 407 FLIGHT MODEL NOW INCLUDED IN EVERY FLYIT PROFESSIONAL HELICOPTER SIMULATOR FLYITS addition of the Bell 407 flight model with full FADEC failure to the Professional Helicopter Simulator (PHS) adds further value to the most valuable helicopter simulator in the marketplace. The FLYIT PHS flight models are so accurate they match performance numbers in each aircraft Pilots Operating Handbook (POH). Every FLYIT PHS includes flight models for R 22, R 44, Schweizer 300, Enstrom, MD 500, AS350 B2, Bell 206, and now the Bell 407 with accurate FADEC failure provides training to pilots that simulates real failure of the FADEC COMPUTER system. This is significant training value for operators of the Bell 407. If it prevents just one pilot from turbine over-speed as a result of FADEC
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their customers with discounted pricing and outstanding customer service. Select Airparts is located in Weyers Cave, Va. For more information call 800/318-0010, email sales@selectairparts.com or visit www.selectairparts.com.
MOVE
oils such as Exxon Elite, Phillips 20-50, the full line of Aeroshell – even 120 wt. for round engines. Our learning library will include Gleim, ASA, Jeppesen, and a myriad of other books and CDs. Also, a complete line of navigation tools, kneeboards, pilot logs, aircraft logs, flight bags, oxygen systems, and much more will be stocked and on hand.” The new store will offer pilots flying in from locations now devoid of pilot supplies, like Hollister, Watsonville, Salinas, Monterey, Paso Robles, Los Banos, Gavilan College and others, a place to go for browsing, buying and
hangar flying. Bob points out, “Our reduced overhead allows us to be more competitive; thereby, passing on the savings to our customers.” Bob Concludes, “This move is a gain for both our business and our customers. We are really excited about this great location and looking forward to greeting visitors with a smile.” Bobs Aviation Supplies’ new address is, 13025 Murphy Ave., San Martin, Calif. 95046. Phone 408/6839000 or FAX 408/683-5657. Shop online at Bob’s website at www.bobsaviation supplies.com.
Jerod Flohr: Newest Kid on the Airshow Circuit “I was taken to my first airshow in Midland, Texas. I watched Jan Collmer fly his Fina Extra 300L and that was all she wrote, then and there I decided I wanted to do that when I grew up.”
22 years later Jerod has received his 500-foot waiver from Wayne Handley in the Extra 300L!
failure, the PHS has more than paid for itself. Learn more about FLYIT at www. flyit.com.
Subscribe to In Flight USA today for home delivery of your source for aviation news, information and features.
Jerod will be realizing his dream this year at his hometown show, The Midland Airsho, October 13-14. But he needs sponsors to make this dream a reality. If you would like to sponsor Jerod as he begins his Airshow Pilot adventure, please contact him by email. “I would be very grateful!”
jerod89@hotmail.com
Celebrating Twenty-Eight Years of In Flight USA
52
June 2012
NEW BUS SERVICE TO YOSEMITE NATIONAL PARK FROM PINE MOUNTAIN LAKE AIRPORT- E45 Yosemite Area Regional Transportation System (YARTS) has begun daily bus service from Groveland to Yosemite National Park. Pine Mountain Lake airport (E45) serves the Groveland area and, through the cooperation of the local pilots and residents on the airport, a pilot can fly into E45, hitch a ride to town, connect with the new bus service, and spend the day in the park returning to Groveland that evening. Spend the night in one of Groveland’s period hotels, bed and breakfasts or fly out that evening. Daily service is scheduled to depart
Groveland at 9:18 a.m., arrive Yosemite Valley Visitor Center at 11:12 a.m., depart the visitor center at 5:10 p.m. arrive in Groveland at 7:03 p.m.. All times are approximate. Weekend and holiday service is expanded with three possible departure times and return times. Leave Groveland at 8 a.m., 9:18 a.m., 12:40 p.m. Arrive Yosemite Valley Visitor Center at 9:54 a.m., 11:12 a.m., 2:34 p.m. Return trips leave the visitor center at 10:40 a.m., 5:10 p.m., 7:10 p.m. Arrive in Groveland at 12:03 p.m., 7:03 p.m., 9:01 p.m.. The fare for this service is $12 round
GOING VERTICAL Vertical Challenge has been a premier helicopter show for 10 years and that will continue this year with more than 50 helicopters expected to attend. But this year is a little different. For the first time at Vertical Challenge, the Jet Pack International Go Fast Jet Pack will perform it’s vertical flight capabilities. If you have never seen a real Jet Pack fly up close then you don’t want to miss the show this year. The flight is short, about 30 seconds, but the coolness factor lasts and lasts. “It is actually not even a jet but a rocket,” said Willie Turner, the airshow
trip ($8, 62 and older) and includes admission to the park. One way fare is half, $6 ($4). With each paid adult fare one child rides free. Purchase tickets from the bus driver. Once in the valley you can connect with Yosemite Park shuttles and tours in Yosemite Valley, including the free shuttle which services each YARTS stop within Yosemite Valley. There is also a free shuttle available in the Tuolumne Meadows area that stops at many trail heads. For more information on YARTS call
WITH THE
director. “To see a guy strap on a rocket to his back and then fire it off – that is incredible!” Another participant this year that is not a helicopter but certainly can fly vertically is Airship Ventures Zeppelin. All 226 feet of this giant of the sky will be making an appearance at the show. Airship Ventures is based at Moffett Federal Airfield and is available for sightseeing in the SF Bay Area. Vertical Challenge will be a chance for people to see the Airship up close and get a feel for its enormous size and its agile maneuverability.
1-877/989-2787 or visit www.yarts.com. To get to Groveland from E 45, local airport residents, most of them pilots, have agreed to provide transportation to Groveland, which is about five miles, with prior arrangements. Simply call Larry Jobe at Yosemite Area Realtors to make arrangements – 209/962-5501 or email him at larryjobe1@gmail.com. It takes about ten minutes to drive to town.
GO FAST JET PACK
Now for the helicopters – and there will be plenty of those. The military will show up in force with CH-53s, CH-46s, AH-1s, UH-1s, H-60s and all the varieties associated with military helicopters. EMS helicopters including air ambulance, sheriff, police and news helicopters will all attend the show. The private sector also checks in with Bells, Robinsons and other private and corporate helicopters. Vertical Challenge is June 16, 2012 at the Hiller Aviation Museum in San Carlos, Calif., which is about 20 miles
Learn at the finest soaring facility in the country!
Arizona Soaring, Inc. Estrella Sailport since 1969
www.azsoaring.com P.O. Box 858 Maricopa, AZ 85239
South of San Francisco. The show is sponsored by the Hiller Aviation Museum, a nonprofit 501(c)3 educational institution. For more information about the show call 650/654-0200 or visit www.hiller.org
Sell your airplane fast with an
(just south of Phoenix)
(520) 568-2318
Eric Scott flying the Jet Pack International Go Fast Jet Pack. (Sagar Pathak)
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June 2012
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AIRCRAFT SPRUCE CARRIES NEW PRODUCTS
53
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION LD O S 1979 Beechcraft F33A
1999 Cessna T206H Stationair
287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$119,950
890 TTSN, King IFR, KAP 140 A/P, GPS, Flint AUX L/R Fuel, Like New California Airplane, NDH, ............................$249,950
LD
SO Aviation Refueling Pumps Aircraft Spruce & Specialty Co., a leading supplier of aircraft parts since 1965, now offers a line of aviation refueling pumps and meters manufactured by Great Plains Industries, Inc. There are four pumps to choose from based on required fuel flow and voltage, and the pumps are for use with Avgas 100LL or Jet A. Pumps and meters can be ordered separately, or as a combination.
SEM Interior Restoration Products Founded in 1948, SEM Aerospace products is a leading manufacturer of innovative paint, adhesive, and coating products which are ideal for today’s aviation, automotive, and marine repair and refinishing industries. SEM products include Color Coat, Sure-Coat, Classic Coat, and a full line of treatments for leather, plastics, and vinyls. SEM products can be used to get worn, tired looking aircraft interiors looking new again. For more information on these products, please contact Aircraft Spruce at 877/477-7823 or 951/372-9555. Aircraft Spruce’s complete product line is available at www.aircraftspruce.com as well as through the company’s free 800-page catalog.
1963 Cessna 182F Skylane
1997 Mooney MSE (M20J)
185 SMOH, 4077 TTSN, New Updated Metal Instrument Panel, Complete New Updated Gray Interior, GPS, IFR, DME, HORTON STOL, many upgrades..................................................$54,950
1406 TTSN, King Avionics, GPS, KAP 150 A/P, One Owner, Hangared Since New, NDH, Like New ................................SOLD
File Photo 1992 Grumman Tiger
1980 Cessna 172N
450 SFOH, 2715 TTSN, Digital IFR, A/P, fresh annual, ................................$69,950
300 SFRMAN, 6,000 TTSN, King Digital IFR, GPS, Nice P/I....................................$44,950
Two Piper Warrior IIs
1979 Piper Warrior II 161 1500 SFOH, 6200 TTSN, Digital IFR, Century 1 A/P, Nice Paint and Interior, NDH...................$39,950 1976 Piper Warrior II 151 1100 SMOH, 0 STOH, 3260 TTSN, King IFR, Fresh Annual, NDH..................................$34,950
SO
Lindbergh’s Goggles Continued from Page 46 by Charles Lindbergh in appreciation for concealing him from the huge crowd who came to the landing strip to see “Lucky Lindy’s” airplane land. The goggles were in the manager’s possession until 1979, when, through a lot of investigating, several aviation enthusiasts from San Diego – including members of the Board of Trustees of the La Valencia Hotel in La Jolla – went to Paris, bought the artifact from the manager of Le Bourget airport, and then donated them to the International Aviation Hall of Fame, which integrated with the Museum in 1980. Charles Lindbergh became interested in flying while a mechanical engineering student at the University of Wisconsin, leaving the school in 1922 to
devote his life to aviation. Lindbergh joined the Army Air Service Flying School in 1925, after a year of barnstorming, and received his pilot’s wings. In 1926 he became an airmail pilot. Around this time Lindbergh heard of a $25,000 prize offered for the first non-stop New York to Paris flight. Intrigued by the challenge Lindbergh selected Ryan Aircraft in San Diego to build a custom aircraft for the flight, the Spirit of St. Louis. Ryan Aeronautical built the Spirit in 77 days and on May 20, 1927 Lindbergh took off from Long Island and landed in Paris on May 21. After this flight Lindbergh became a household name. For more information please call 619/234-8291 or visit the San Diego Air and Space Museum’s website at www. sandiegoairandspace.org.
Visit In Flight USA’s website for the latest aviation news...www.inflightusa.com
1967 Cessna 172 Skyhawk 180 HP Penn Yan 2038 SMOH, 12454 TTSN, King Digital IFR, GPS, Nice Paint/Interior/Windows, NDH,..............................................$24,950
LD
1967 Cessna 150 Texas Tail Dragger
1976 Piper Archer II 181
1500 SMOH, 4500 TTSN, King Digital Avionics, GPS, Hangared since 1980 by same owner, NDH, Very Nice,...... $24,950
King Digital IFR, Garmin 150 GPS, 2000 SFRMAN, 7400 TTSN, NDH ........$34,950
Two Cessna 152s
1978 C152 0 SMOH, 10,050 TTSN, Digital VFR, NDH, ....................................$24,950 1980 C152 6700 TTSN, 1242 SMOH, New King/Garmin IFR, New Paint, NDH ..$29,950
1969 Piper Cherokee 140 / 160 hp 115 SFRMAN, 5000 TTSN, New Paint/ Interior, Speed Mods, Like New......$29,950
1972 Grumman AAIA Lynx
1981 Cessna 172RG Cutlass
2752 TTSN, 903 SMOH, 0 STOH, Very Nice Paint/Interior, Fresh Annual,..$21,950
0 SMOH, 7800 TTSN, New Interior, Average Paint, Fresh Annual, One Owner, NDH,..........$49,950
Robert Coutches
(510) 783-2711 • fax (510) 783-3433 21015 Skywest Drive, Hayward, CA 94541
www.americanaircraft.net
Celebrating Twenty-Eight Years of In Flight USA
54
June 2012
InFlight USA Classifieds (All ads run for 2 months)
00
Classified Ad Rates: $45 for the first 20 words, $750 for each additional 10 words, photos $750 ea.
Phone: (650) 358-9908
Fax: (650) 358-9254
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7 0 WHTWLYLK ,_JLSSLU[ JVUKP[PVU MVY HU VYPNPUHS =HYNH ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 9LTVZ . ;; +`UVU /: H W Z`Z[LTZ .HYTPU H]PVUPJZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! ;LZ[ ;:; 1\UPVY : 3:( UV TLK YLX\PYLK ZPUNSL TPK ^PUN ; [HPSLK HPYJYHM[ 5L^ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
7PWLY *OLYVRLL OW ;;:5 :-94 ZWLLK TVKZ 5L^ 7 0 (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPY JYHM[ UL[ !
;^PU *VTHUJOL :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
(YYV^ OW 0-9 3VHKLK )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
(a[LJ .VVK [YHPULY [PTL I\PSKLY )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
>HYIPYK MSPNO[ [YHPUPUN PU >>00 :[LHY THU HUK ;L_HU (; -\SS` Z[HMMLK MVY HPYJYHM[ ZLY]PJL HUK PUZWLJ[PVU +YHNVU MS` (]PH[PVU
*VTHUJOL :46/ 0-9 H W )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
;\YIV (a[LJ :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
;VTHOH^R PU SPJLUZL 6)6 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
:LULJH 00 :46/ 5HYJV *LU[\Y` 000 5L^ 7 0 NSHZZ 6)6 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
5VY[O (TLYPJHU (; * ;; :46/ I` *V]PUN[VU 6/ ,_JLSSLU[ THPU[LUHUJL :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH] LY JVT !
;VTHOH^R :46/ 3V^ WYPJL VMMLY )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! >HYYPVY :46/ 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !
:LULJH 00 ;; :46/ .HYTPU -\SS KL PJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !
>HYYPVY :46/ 5L^ WHPU[ )VI *\SSLU *OPUV (PY JYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
:LULJH 0 ;; :46/ :76/ ^ UV (+ 5L^ PU[ OLH[LK OHUNHY :HTL V^ULY `YZ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !
*VTHUJOL ;; :46/ UV (+ VU WYVW -\LS PU QLJ[LK [HPS :) JVTWSPLK 5+/ 4\Z[ ZLSS )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
7PWLY (a[LJ - ;; :46/ )LUKP_ 9+9 YHKHY /:0 (S [PTH[PJ ? H W [YHKL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !
:HSLZ (JX\PZP[PVUZ 4HUHNLTLU[ 5VY[OLYU *HSPMVYUPH 5L^ 7PWLY :HSLZ .YLH[ PU]LU[VY` H[ ^^^ +HU1H`(PY JVT +HU1H` (PYJYHM[ :HSLZ *OPJV 4\UPJPWHS (PYWVY[ *( !
7PWLY (a[LJ - ;; :46/ UPJL WHULS K\HS .HYTPU Z 9+9 2*: ( /:0 (S[PTH[PJ 000* JV\WSLK H W 2; ( +4, *VSSPZPVU (]VPKHUJL :`Z[LT UPJL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJP WHS (PYWVY[ >0 >PZ JVUZPU(]PH[PVU JVT !
7PWLY *VTHUJOL ;; :46/ M\LS PUQLJ[LK ;:06 :76/ 24( K\HS 2? UH] JVTZ ^ .: \WKH[LK N`YVZ TVYL 3VNZ HUU\HS K\L :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY *VTHUJOL ;; :46/ :6/ 2? ) ^ .: 5HYJV 2PUN LX\PWWLK 4,;*6 HPY [PWZ TVYL 3VNZ :[LYSPUN (PY *HY ZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY *VTHUJOL ;; :46/ :6/ 24( ;:6 H\KPV WHULS 3VHKLK 5+/ SVNZ ,Z[H[L ZHSL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY 4HSPI\ 4PYHNL ;; UL^ .HYTPU WRN (PY +H[H JVTW\[LY ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY *OLYVRLL ;; :46/ .7: JV\WSLK ^ HS[ OVSK H W KPNP[HS 0-9 YHKPVZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY ;\YIV (YYV^ 000 ;; :-94 : ;,* LSLJ[YPJHSS` KYP]LU H W ^ HS[ OVSK 3V[Z VM LX\PW TLU[ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! *OLYVRLL :P_ ;;:5 :46/ 2*: ( /:0 : ;,* )-. Z[VYTZJVWL 235 ) .7: .YLH[ HLYPHS :<= >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !
*099<: *PYY\Z :9 :5,> SVHKLK )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *PYY\Z :9 .;: ;; (]P K`UL -SP[L4H_ ,U[LNYH NSHZZ JVJRWP[ K\HS .HYTPU Z ? H W :R`^H[JO TVYL :LY]PJL *LU[LY THPU[HPULK :5 3LHZLIHJR ^HU[LK >PZJVU ZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PY WVY[ >0 >PZJVUZPU( ]PH[PVU JVT !
(=0(; /<:2@ /\ZR` (TLYPJH Z -H]VYP[L ;HPSKYHN NLY =PZP[ O\ZR` H]PH[HPYJYHM[ JVT JOLJR V\[ [OL ]PKLV HUK JHSS [V ZJOLK\SL `V\Y V^U /\ZR` ,_WLYPLUJL (]PH[ (PYJYHM[ (M[VU >@ !;-5
/64,)<03;: ;OL :\WLY :[HSSPVU :P_ 7SHJL -S` MHZ[LY MHY[OLY JHYY` TVYL MVY SLZZ JVZ[ (PYJYHM[ +LZPNUZ MH_ !;-5
:769; <3;9(30./;: 5L^ AVKPHJ */ ?3 :3:( ;;:5 .HYTPU .4( ^ 4) :3 +PNP-SPNO[ 00 ,-0: + ^ IH[[ IHJR\W TVYL 6)6 :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !
7PWLY (YYV^ 00 ;; :46/ K\HS .7: (\[VJVU[YVS 000) H W 9\UZ NYLH[ :HTL VWLYH[VY `LHYZ >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !
(4+ AVKPHJ */ 3: :3:( ;;:5 .HYTPU H\KPV WHULS :3 JVT .;? [_W ^ LUJ .7: ;Y\ ;YHR 00 H W ^ HS[ OVSK 3PRL UL^ LZ[H[L ZHSL MYLZO HUU\HS 5+/ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !
7PWLY (YJOLY 000 ;; K\HS
=HYNH ( ;; =-9
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55 7(9;5,9:/07: 6^ULYZOPW )LLJOJYHM[ )VUHUaH OW ;; .HYTPU H]P VUPJZ 7 0 *HSS MVY KL[HPSZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
-30./; 05:;9<*;065 -(( (WWYV]LK -SPNO[ :JOVVS `LHYZ PU :-6 )H` (YLH -S` ^P[O \Z HUK ZH]L )LS (PY 0U[S :HU *HYSVZ *( ^^^ ILSHPYPU[S JVT ! =PZ[H (PY -SPNO[ :JOVVS [YHPUPUN HPY JYHM[ YLU[HS *LZZUH HWWYV]LK 7PSV[ *LU [LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ! :[Y\J[\YLK -SPNO[ ;YHPUPUN WYP]H[L [OY\ (;7 SHUK ZLH T\S[P LUNPUL :OLISL (]PH[PVU 2PUNTHU (A
1,;:
+PZJV]LY` -SPNO[Z -SPNO[ PUZ[Y\J[PVU MVY ZPUNSL T\S[P LUNPUL 0-9 )-9 07* )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !
-V\NH 4HNPZ[LY TPK [PTL LUNPUL J\Z [VT )S\L (UNLSZ WHPU[ 6)6 [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
<U\Z\HS ([[P[\KL *V\YZLZ :WPU ;YHPU PUN *LY[PMPJH[PVU )LNPUUPUN [OY\ HK ]HUJLK HLYVIH[PJ 7HSV (S[V :HU *HYSVZ HUK /H`^HYK *( >LZ[ =HSSL` -S`PUN *S\I ^^^ ^]MJ VYN
3LHY ;)6 HSS YLJVYKZ 9=:4 3 9 M\LS 7HY[ HPY HTI\ SHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
>LZ[ *VHZ[ -(( HWWYV]LK 7HY[ *VTTLYJPHS (PYSPUL (+? (YPJYHM[ +PZ WH[JOLY *V\YZL *HSS MVY ZJOLK\SL (PYSPUL *HYLLY ;YHPUPUN (*; ^^^ HPYSPULJHYLLY[YHPUPUN JVT
:(0373(5,: :6(905.
.YLH[ 7PSV[Z ;YHPU /LYL (SSPHUJL 0U[LYUH[PVUHS (]PH[PVU -SPNO[ *LU[LY ;YHPUPUN 6WLU KH`Z H T [V W T ;^V SVJH[PVUZ PU *HSPMVYUPH! *OPUV " 9P]LYZPKL " ^^^ HPHMSPNO[JVT
-HZ[ [YHJR ZVHYPUN [YHPUPUN (YPaVUH :VHYPUN ,Z[YLSSH :HPSWVY[ 4HYPJVWH (A .SPKLY 0UZ[Y\J[PVU ;V^PUN 3LZZ [OHU HU OV\Y Z KYP]L MYVT :HU 1VZL 4VU [LYL` HUK :HU[H *Y\a /VSSPZ[LY :VHYPUN *LU[LY /VSSPZ[LY 4\UPJPWHS (PYWVY[ ^^^ :VHY/VSSPZ[LY JVT
-SPNO[ 3LZZVUZ :WLJPHS WHJRHNL VM MLYLK MVY `V\Y MPYZ[ JVTWSL[L SLZZVU :HU -YHUJPZJV )H` (YLH ^^^ THJO H]PH[PVU JVT
40:*,33(5,6<: (09*9(-;
;@7, 9(;05.:
¸ +VPUN P[ YPNO[ [OL MPYZ[ [PTL ¹ /VTL VM 7LUPUZ\SH H]PVUPJZ ZHSLZ ZLY]PJL 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V *( (PYWVY[ 3HYY` :OHWPYV !
(YPaVUH ;`WL 9H[PUNZ *, *, [`WL YH[PUNZ VY YLJ\YYLU[ 0UZ\YHUJL HW WYV]LK Z[HMM L_HTPULY ^^^ HYPaVUH[`WLYH[PUNZ JVT !
>HJV <7- ;; ZPUJL [V[HS YLZ[VYH[PVU *VU[PULU[HS )LH\[PM\S JSHZZPJ >HJV :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH] LY JVT ! 4H\SL 4? ;; M\SS .HYTPU WRN 3P[LYHSS` SPRL UL^ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT ! .YLH[ 3HRLZ ; ( (JYVIH[PJ ;; 3VNZ ILH\[PM\S ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! >PUN +LYYPUNLY + ;; 3PNO[ [^PU LUNPUL 3HZ[ VUL I\PS[ 7LY ZVUHS WSHUL VM +Y >PUN ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
(09*9(-; >(5;,+ 0TTLKPH[L *HZO MVY (PYJYHM[ (PYJYHM[ (WWYHPZHSZ 9VILY[ *V\[JOLZ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK *( MH_ ^^^ HTLYPJHUHPYJYHM[ UL[ !;-5 9LHK` [V TV]L \W& 3L[ V\Y `LHYZ VM L_WLYPLUJL [\YU `V\Y WYLZLU[ HPYJYHM[ PU[V JHZO :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! >L 5LLK 0U]LU[VY` =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[H HPY JVT !;-5
(09*9(-; -69 9,5; 3V^ *VZ[ [^PUZ MVY YLU[ [YHPUPUN :LULJH * * * ^ ZHML[` WPSV[ *OLYVRLL 0-9 [YHPULY K\HS 2? ^ ZPT\SH[VY SLZZVUZ )\PSK OPNO WLYMVYTHUJL [PTL ^P[O H * )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !
(]PVUPJZ MVY L]LY` TPZZPVU *LY[PMPLK 9L WHPY :[H[PVU 4VZ[ THQVY IYHUKZ (PY[YVU PJZ *HSH]LYHZ *V\U[` (PYWVY[ *( ^^^ HPY[YVUPJZ PUMV *VTL ZLL V\Y .HYTPU .;5 KLTV \UP[ VY ]PZP[ ^^^ HLYPHSH]PVUPJZ JVT MVY TVU[OS` ZWLJPHSZ (LYPHS (]PVUPJZ :HU 1VZL 9LPK /PSS]PL^ (PYWVY[ QVLT'HLYPHSH]PVUPJZ JVT 366205. -69 (=0650*:& ;Y` =PZ[H (]PH[PVU H KLHSLY MVY TVZ[ THQVY IYHUKZ · /VUL`^LSS .HYTPU (]PK`UL : ;,* (ZWLU 3 )VZL +H]PK *SHYR 3PNO[ZWLLK L[J · WS\Z 7P[V[ :[H[PJ [LZ[PUN ([ ZHTL HPYWVY[ MVY `LHYZ *HSS MVY PUZ[HSSH[PVU X\V[LZ =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT !
7967,33,9: *VTWSL[L 7YVWLSSLY .V]LYUVY :LY ]PJL ;PMMPU (PYL ;PMMPU 6/
(09*9(-; 7(9;: 8\P[ )\ZPULZZ :LSSPUN V\Y WPZ[VU WHY[Z PU]LU[VY` [VVSZ QHJRZ L[J 7HJRHNL WYPJL! >PSS JVUZPKLY [LYTZ *HSS 4VU[LYL` *( ! 7(9;: 5L^ 7PSV[ :\WWS` 7HY[Z :[VYL ^P[O SHYNL NLULYHS WHY[Z HUK H]PVUPJZ PU]LU [VY` *LZZUH :PUNSL ,UNPUL :LY]PJL :[H[PVU ^ THU` *LZZUH WHY[Z PU Z[VJR -S` PU VY KYP]L PU =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! )LLJOJYHM[ 7HY[Z (SS TVKLSZ )VUHUaH [OY\ /H^RLY 4VYL [OHU WHY[ U\TILYZ PU Z[VJR 5L^ V]LYOH\SLK \ZLK :LSLJ[ (PYWHY[Z >L`LYZ *H]L =(
(09*9(-; 05:<9(5*,
(PYJYHM[ :WLJPHSPZ[ <ZLK 7HY[Z SHUK PUN NLHY JVU[YVS Z\YMHJLZ 1 ; ,]HUZ (PYJYHM[ :HSLZ 6YSHUKV -3
(PYJYHM[ 0UZ\YHUJL :WLJPHSPaPUN PU WLY ZVUHS I\ZPULZZ HUK JOHY[LY HPYJYHM[ UL^ L_WLYPLUJLK VY SV^ [PTL WPSV[Z AHUL[[L (PYJYHM[ 0UZ\YHUJL *LU[LY
>OLYL WLYMVYTHUJL ILNPUZ¯LUNPULZ WYVWLSSLYZ NV]LYUVYZ :HSLZ :LY ]PJL (TLYP[LJO 0UK\Z[YPLZ 9LKKPUN *( ^^^ HTLYP[LJO H]PH[PVU JVT !
(PYJYHM[ 0UZ\YHUJL >(9505. +VU» [ L]LU [OPUR VM JHSSPUN HUV[OLY HNLU[ \U[PS `V\» ]L JHSSLK (]PH[PVU 0UZ\Y HUJL 9LZV\YJLZ MPYZ[ (JJLZZ [OL LU[PYL THYRL[ ^P[O Q\Z[ VUL JHSS )LZ[ YH[LZ )YVHKLZ[ JV]LYHNL (SS THYRL[Z ;VSS MYLL ^^^ (09 796: JVT !;-5
-\LS *LSSZ 9LWHPY V]LYOH\S VY UL^ 5L^ [HURZ ^P[O `LHY ^HYYHU[` /HY[^PN (PYJYHM[ -\LS *LSS 9LWHPY ^^^ OHY[^PNM\LSJLSS JVT
(PYJYHM[ 0UZ\YHUJL /LZ[LY 9VILY[ZVU 0UZ\YHUJL :LY]PJLZ :HU 1VZL 0U[» S (PY WVY[ *( *( 6Y (PYJYHM[ PUZ\YHUJL X\V[LZ WS\Z OHUNHY HUK JVU[LU[Z PUZ\YHUJL H[ YLHZVUHISL YH[LZ (67( ,(( KPZJV\U[Z H]HPSHISL (PYJYHM[ 0UZ\YHUJL (NLUJ` >H_HOHJOPL ;?
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:[H[L VM [OL HY[ UP[YPSL Y\IILY M\LS JLSSZ 5V /HZZSL `LHY ^HYYHU[` Z\WWVY[ --* -SVH[Z -\LS *LSSZ 4LTWOPZ ;5 ^^^ MMJM\LSJLSSZ JVT
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(09*9(-; -05(5*05. .L[ [VW YL[HPS MVY `V\Y HPYJYHM[ (PYJYHM[ ZHSLZ QL[ ZHSLZ THUHNLTLU[ MPUHUJPUN <:( (PYJYHM[ )YVRLYZ !;-5 :WLJPHS MPUHUJPUN H]HPSHISL VU SLHYU [V MS` HPYJYHM[ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
(=0650*: .L[ [OL TVZ[ MYVT `V\Y .7: 7VY[HISL HUK WHULS TV\U[ .7: NSHZZ JVJRWP[Z .HYTPU 3V^YHUJL )LUKP_2PUN (]P K`UL 89,- JVT 89,- 7VY[HISL *VSSPZPVU (]VPKHUJL :`Z [LTZ ;OL ^VYSK Z MPYZ[ HUK VUS` WVY[H ISL ^P[O KPYLJ[PVU .7: PU[LNYH[PVU ;Y` ?9? YPZR MYLL MVY KH`Z ,_JS\ZP]LS` H[ 7*(: JH 7*(:
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,5.05,: 9LUL^ HUK PTWYV]L `V\Y ^ ;`WL *LY[PMPLK -(( (WWYV]LK :\WLY/H^R :;* 0UJYLHZLZ ZHML[` WLYMVYTHUJL HUK ]HS\L 7LUU @HU (LYV 7LUU@HU(LYV JVT 8\HSP[` :LY]PJL 7YPJL RLLWPUN [OL JVZ[ VM HPYJYHM[ LUNPUL THPU[LUHUJL KV^U (PYJYHM[ :WLJPHS[PLZ :LY]PJLZ ;\SZH 62 ;OL 5HTL [V 9LTLTILY MVY (PYJYHM[ ,UNPUL 7HY[Z HUK :LY]PJL *VTWSL[L HZZLTISPLZ H]HPSHISL .PIZVU (]PH[PVU ,S 9LUV 62
Celebrating Twenty-Eight Years of In Flight USA
56 6PS -PS[LY (KHW[LYZ MVY *VU[PULU[HSZ - 4 ,U[LYWYPZLZ )VYNLY ;? ^^^ MT LU[LYWYPZLZ JVT 4HQVY 6]LYOH\SLK ,UNPULZ :WLJPHS PaPUN PU 7YH[[ >OP[UL` 3HYNL PU]LU[VY` *V]PUN[VU (PYJYHM[ ,UNPULZ 6RT\SNLL 62 9HKPHS +P] ;\YIPUL +P] *\Z[VT I\PS[ :[YH[VMSL_ OVZL HZZLT ISPLZ OVZL RP[Z -HZ[ ZLY]PJL X\HS P[` ^VYRTHUZOPW ( , 9 6 :OVW L_[ OVZLZOVW'HLYVPUZ[VJR JVT 4HNUHMS\_PUN A`NSV PUZWLJ[PVUZ LUNPUL WYLWZ THJOPUPUN *VTWSL[L V]LYOH\SZ VU HSS *VU[PULU[HSZ 3`JVT PUNZ -S` PU KYVW P[ VMM *VYVUH (PYJYHM[ ,UNPULZ *VYVUH (PYWVY[ *( ^^^ JVYVUHLUNPULZ JVT 4HNUL[V ZWLJPHSPZ[ MVY ;*4 )LU KP_ :SPJR :PUNSL HUK +\HS 4HNUL[V OV\Y PUZWLJ[PVU [YV\ISLZOVV[PUN YLWHPY V]LYOH\S (PYJYHM[ 4HNUL[V :LY]PJL )HPUIYPKNL 0ZSHUK >( ^^^ HPYJYHM[THNUL[VZLY]PJL UL[
(09-9(4, *65:;9<*;065 8\HSP[` 7HY[Z 9LHK` [V :OPW -(( 74( HWWYV]LK .SVIL -PILYNSHZZ 3HRLSHUK 3PUKLY (PYWVY[ -3 ^^^ NSVILMPILYNSHZZ JVT
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MARCH FIELD AIRFEST
2012
W
ith temperatures in the high 80s under clear, blue skies, the skies in Riverside, Calif. were filled with the sweet sounds of fighter jets and vintage planes May 19 and 20. More than half a million people viewed nearly 20 acts and dozens of static displays on the airfield at March ARB. So many people showed up on Saturday, that the “Thunder Over The Empire” airshow was filled to capacity, and spectators had to be turned away at the gate – a first in the airshow’s history. Still, those and others were treated to stellar aerial acts from the six-ship Patriots Jet Team; a rare air water drop demonstration from the DC-10 fire fighting tanker; military acts such as The F86, USMC AV-B Harrier, USN F/A-18F Hornet, and flybys of the locally based C-17 Globemaster and KC-135 Stratotanker. On the ground, kids and adults were thrilled by the Jet Car and Robosaurus. This event offered something for everyone and nobody went home dissapointed.
Story and Photos by Sagar Pathak
Celebrating Twenty-Eight Years of In Flight USA
58
June 2012
AD INDEX ACT ..................................39
Arizona Type Ratings ......24
Globe Fiberglass ..............48
Schweiss Doors ................10
Aerozona Parts..................14
Assoc. Sales Tax ..............49
Hartwig..............................20
Select AirParts ..................60
AIA....................................12
Aviation Ins. Resource ....22
Hiller Vertical Challenge..26
Sterling Air........................27
Aircraft Insurance Agency14
Bob’s Aviation Supplies ..20
HME Watches ..................34
T.J. Aircraft Sales..............23
Aircraft Magneto Service 46
Buchanan Aviation............41
J. T. Evans ..........................4
Tiffin Aire..........................47
Aircraft Specialties Service..19
Corona Engines ................36
Jerod Flohr ........................53
Travel Aire ........................33
Aircraft Spruce..................15
Divorce for Men ..............24
Jorgenson Lawrence ........58
USA Aircraft Brokers ......13
Airport Shoppe ..............2, 3
Dragonfly Aviation ..........45
Loop Net ..........................26
Vista ..................................25
Airtronics ..........................11
Eddie Andreini ..................38
Mach 5 Aviation................43
Wicks Aircraft ..................39
American Aerobatics ........13
Elite Air Interiors ..............28
Mountain High Aviation ..33
Wings Over Wine Country 6
American Aircraft Sales ..53
Flabob................................14
Pacific Coast Avionics......10
Wisconsin Aviation ..........43
Ameritech............................7
Fly It............................21, 59
QREF ................................18
Zannette ..............................5
AMR&D, Inc. ..................16
Flying Tigers Wine ..........16
R & M Steel......................46
AOPA ..................................9
Gibson ..............................22
Remax/Ryan Team ..........12
Arizona Soaring................52
Giottos Aircraft Interiors ..10
Rio Vista Municipal Airport..46
"Still Specializing In First Time Buyers And Student Pilots Needs" Congrats to the Grads and Good Luck to the Brides
JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT
300 HP 1977 Piper Lance GTO, LoPresti Mods & Many More Extras.
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1978 Cessna 182, Great Times, Great Price, went to London and back
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