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SAGAR PATHAK: FROM GENERAL AVIATION TO ROCKET SCIENCE Sagar Pathak’s professional photographs celebrate the art of aviation and life. Sagar travels to more than six airshows a year throughout the United States, snapping photographs from the air and from the ground. In addition to airshows, Sagar has traveled the world to various airports capturing images of planes from various nations. This month, Sagar was invited on behalf of In Flight USA to witness the launch of Endeavor. As this concludes Endeavor’s history, In Flight took this opportunity to veer from its typical general aviation cover, to bring the launch to our readers through the exclusive and unique perspective of Sagar’s lens. His article and additional photos begin on page 18. As senior photojournalist for the Moffett Field Museum in Mountain View California, Sagar photographs museum events and provides museum-quality documentation of aircraft. His professional images hang in Moffett Field Museum, Hiller Aviation Museum, and in Moffett Field’s Building Operation/

Tower. Along with In Flight USA, his images have appeared in Combat Aircraft, Air Forces Monthly, Aviation Week and Space Technology, World Airshow News, Luxury Travel Advisor, India Abroad, Rediff.com, India Post, Moffett Field Sparrowhawk, Hiller Aviation Museum Briefings, County of Santa Clara Airports Department, Fence Check Aviation Photography, and the Associated Press. When he is not behind a camera lens, Sagar volunteers with the Young Eagles program, which gives interested young people, ages 8-17, a free opportunity to go flying in a general aviation airplane. He also finds time to serves as on the Santa Clara County Airport Commission he acts in an advisory capacity to the Board of Supervisors on matters of policy concerning the operations, long-term financing, capital improvements and the acquisition of land or airspace for the County airport system (RHV, PAO, & E16). For more about Sagar and his work, visit www.horizontalrain.com.

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TABLE Volume 27, Number 10

CONTENTS

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JUNE 2011

ON THE COVER COVER STORY

FEATURE STORY

The Pacific’s Deadly Duo

Liftoff Endeavor By Sagar Pathak Page 18

By Jim Dunn Page 29 Exclusive Photo By Sagar Pathak

FEATURES

NEWS

COLUMNS

Beyond The Blue: Beale AFB Airshow By Jim Dunn ..................................................................6 Interview: Literary Great James Salter By S. Mark Rhodes ......................................................10 Eddie Stinson: A True Aviation Pioneer By Alan Smith ..............................................................12 Father’s Day Aviation Books By S. Mark Rhodes ........................................................14 Senior’s Wish to Fly Once More By Holly Botsford ..........................................................22 Recovery of Glacier Girl, part 2 ..................................23 The Expert By Herb Foreman ........................................................28

GA Groups Ask Congress To Support Privacy..............8 AvGas Coalition Responds to Lawsuit Threat ............11 Pilot Training Reform In the Works ..............................31 Chapter-Built Wright Flyer Lands At EAA Museum ....35 Cessna’s Jack Pelton Retires........................................41 Air Force Jets First Flyover Using Green Fuel ............42 Solar Impuse Makes First International Flight ............43 American Legend Introduces Super Legend ..............48 Piper Aircraft Momentum Builds ..................................54 HondaJet Reaches Max Operating Altitude ................56 Sam Pratt Wins Wathem Lifetime Achievement Award..60 Narco Update: Legalities Abound ................................60

Contrails

by Steve Weaver ......................13

Aviation Ancestry

by Scott Schwartz ....................17

What’s Up?!

by Larry Shapiro ......................26

Safe Landings

..............................................27

Goodies and Gadgets

..............................................36

The Pylon Place

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

Light Sport Flying

by Ed Downs ..........................47

DEPARTMENTS

DESTINATION

Calendar of Events ........................................................9

Flying With Faber: Chicago and New York By Stuart J. Faber ..........................................................50

Classifieds ....................................................................62 Index of Advertisers ....................................................66

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Celebrating Twenty-Seven Years of In Flight USA

BEYOND

THE

BLUE: BEALE AFB 2011

By Jim Dunn arge crowds turned out under bright blue, but very windy, Northern California skies for the spectacular April 30 - May 1, 2011 Beyond The Blue Beale AFB Airshow. Featuring not one, but two jet demonstration teams, this airshow offered the best of both military and civilian airshow performers, as well as static displays, exhibits, and a wide variety of concession stands. Wherever they appear, the United States Air Force Thunderbirds are always the major headliners and Beale was no exception to the rule. Even though it was early in the airshow season, the professionalism of the Thunderbirds made it look like they were in midseason form. After performing in Europe later this year, the Thunderbirds will make their final California appearance for 2011 at Travis AFB on July 30 - 31. Don’t miss it. There was, however a second jet demonstration team that was making their first appearance in the 2011 airshow season at Beale. Flying an exciting, high-

June 2011

Patriots #2 flown by Rob “Stache” Hutchison is seen taking off at Lincoln Airport from the rear cockpit of Flight Leader Dean “Wilbur” Wright’s Patriots #1 for a practice session prior to the Beale AFB Beyond The Blue 2011 Airshow. (Jim Dunn) energy show with four Czechoslovakian built L-39 Albatros jets, the Patriots Jet Team always seems to have at least one of their aircraft performing at show center. Led by former Thunderbird pilot Dean “Wilbur” Wright, the Patriots will

become the world’s only civilian-owned, six-aircraft jet demonstration team before the close of this season. In September, the Patriots will be the weekend headliners at the National Championship Air Races in Reno.

Other military demos were flown by the USAF A-10 Thunderbolt II and F15E Strike Eagle teams, with these two aircraft being joined by Dan Vance in his P-51D Mustang for the popular USAF Heritage Flight. There were also military flybys of a B-2 from Whiteman AFB, Missouri; a trio consisting of a C-5B, C17A, and KC-10 from Travis AFB; and Beale’s own flight of T-38s and U-2 Dragon Lady high-altitude reconnaissance jet. Among the civilian performers were John Collver in his SNJ Wardog; former U-2 pilot Tim Decker in his Pitts Special; Greg Colyer in his T-33 Shooting Star; and the popular comedy routine of Kent Pietsch in his Interstate Cadet. With both these civilian and military performers it was a full flight program for those visitors to Beale for this airshow. Static displays at airshows gives visitors an opportunity to see up close not only aircraft in current military service, but also some great warbirds from the past. Among those aircraft to be seen on Beale’s ramp were an A-10A, a World War Continued on Page 20

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AOPA’S POLITICAL ACTION COMMITTEE By Craig L. Fuller AOPA President and CEO ike most multifaceted organizations, AOPA is made up of a number of divisions that specialize in serving our members in specific ways, allowing each division to develop the expertise, organizational model, and unique skills it needs to most effectively accomplish its mission. That’s why we have groups dedicated to advocacy, communications, member service, and more. But federal law also limits how those groups can operate – especially when it comes to advocacy. So while AOPA can

represent the interests of pilots and aircraft owners before Congress, federal agencies, and state and local governments, we are strictly prohibited from advocating for or against candidates for federal election. That’s where the AOPA Political Action Committee comes in. The AOPA PAC has been around for more than 30 years, and it serves a vital role in protecting our freedom to fly. The PAC can, and does, take direct action to endorse candidates and provide financial support at election time. Who does the AOPA PAC support? Candidates who support general aviation interests, of course. Believe it or not, the next election

cycle is already ramping up, making this an important time for the AOPA PAC to demonstrate its financial strength. Candidates for office want to know that the PAC will have the resources to support them if they find themselves in tightly contested races. We are fortunate to have 29 Senators and 101 members of the House taking part in the general aviation caucuses. Through their participation, they have pledged to consider general aviation’s point of view before voting on issues that can affect our flying now and far into the future. Their support can make the difference when it comes to issues like FAA funding, the future of avgas,

and NextGen implementation. And that’s why they deserve our support. All year I’ve been encouraging AOPA members to get more engaged with general aviation. There’s no easier or more effective way to do that than by making a contribution to the AOPA PAC. Your contribution, when added to those of thousands of your fellow pilots, can help ensure that the general aviation community has a voice in Congress today and tomorrow. I encourage you to join me in becoming a contributor to the AOPA Political Action Committee. You can learn more about what the PAC does online at www.aopa.org/members/pac.

AVGAS COALITION RESPONDS TO THREAT OF LAWSUIT AGAINST CALIFORNIA AVGAS SUPPLIERS AND RETAILERS As a member of the General Aviation (GA) Avgas Coalition, the General Aviation Manufacturers Association (GAMA) has issued the following joint statement: The Oakland, California-based Center for Environmental Health (CEH) provided notice that it intends to sue 50 fuel retailers and suppliers (including subsidiaries and affiliates) for violating California’s drinking water and toxic enforcement law, based on the suppliers’ distribution of aviation gasoline, which contains a lead additive. The aviation members of the General Aviation Avgas Coalition are exploring all options for supporting the named fuel retailers and suppliers. Because the National Airspace System belongs to the people of the United States and benefits the entire

country, Congress has reserved to the Federal government, through the Federal Aviation Administration (FAA), the right and responsibility to regulate all aviation activities in the U.S. The threatened CEH lawsuit in California raises the specter of a patchwork of state regulations governing fuels pilots may or may not use in their piston-powered aircraft. Equally important, at the heart of the federal aviation gasoline fuel standard is safety of flight – ensuring that the engine of an aircraft in flight does not suffer a catastrophic failure. The FAA, the federal agency with oversight for general aviation, and the Environmental Protection Agency (EPA), the federal agency with oversight for environmental concerns including aircraft emissions, are working with the general aviation industry – including aircraft and

engine manufacturers, fuel producers and developers, and representatives of fuel suppliers and consumers – through the FAA’s Unleaded Avgas Transition Aviation Rulemaking Committee (ARC) to address the transition to an unleaded fuel. The ARC is working through a host of factors, with safety paramount, for transitioning to an unleaded fuel. These include certification, production, and distribution, as well as environmental and economic concerns. It is imperative that the issues surrounding the safe and effective transition to an unleaded fuel be addressed at the Federal level, and that the FAA and EPA be the agencies that address those concerns. The potential for this type of legal action at the state level highlights the necessity of FAA leadership, EPA involvement, and industry input to con-

tinue the safe transition to a new fuel. The lead content of aviation gasoline has already been reduced by 50 percent since the federal Clean Air Act was passed. But even as the general aviation industry works toward an unleaded solution, the Avgas Coalition has taken steps to further reduce the lead content as an interim improvement by developing a Very Low Lead fuel standard that will allow for a further 20 percent reduction in the maximum amount of lead in the fuel without adversely affecting air safety. Because several of their members are named as potential litigants, petroleum industry representatives to the GA Avgas Coalition did not join aviation industry representatives in issuing this statement.

NATA CONCERNED WITH ENVIRONMENTAL GROUPS ACTIONS ON AVGAS By Eric R. Byer NATA Vice President, Government and Industry Affairs he Center for Environmental Health (CEH), an environmental group located in San Francisco, Calif., has charged numerous aviation businesses in Calif., including aviation fuel suppliers and fixed base operators, with violating California state law for selling aviation gasoline, which contains lead. The notices indicate CEH’s intention to file a lawsuit under state law, and also include a proposed settlement to stop the lawsuit that includes halting the sale

of aviation gasoline and payment, to CEH, of 25 percent of any “civil penalty,” of up to $2.7 million, assessed. When asked in a recent AvWeb interview about the revenue received from Proposition 65 lawsuits, CEH Research Director Caroline Cox responded, “We try to recover our legal fees and then perhaps make some money for [our] organization.” The National Air Transportation Association (NATA) is very concerned about this attempt to use California state law to shut down the entire piston-engine general aviation industry in California through a suit that involves a private

organization seeking monetary damages. General aviation is a national resource that provides economic growth and jobs in thousands of California communities. This growth and these jobs are now endangered by one organization’s threat of a lawsuit and demands for monetary damages and an end to the sale of leaded aviation gasoline. Any environmental concerns arising from the sale and use of aviation gasoline belong under the purview of the U.S. Environmental Protection Agency (EPA) and Federal Aviation Administration (FAA). Currently, both of these agencies, along with numerous industry stakehold-

ers, are engaged in a collaborative process to address the issues arising from the use of leaded aviation gasoline. “NATA takes environmental concerns very seriously,” said NATA President James K. Coyne, “but a single organization suing for monetary damages cannot be allowed to threaten an entire industry. NATA will continue its cooperative work with the EPA and FAA on addressing the long-term future of aviation gasoline in the United States and will support the general aviation industry in California against this attack.”

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Celebrating Twenty-Seven Years of In Flight USA

June 2011

LITERARY GREAT JAMES SALTER LOOKS BACK ON HIS LIFE AS A WRITER AND WARRIOR By S. Mark Rhodes ne of America’s great literary lions, James Salter has had one of the more interesting lives in American letters. An accomplished military fighter pilot for 12 years, Salter later distinguished himself as an author with works such as The Hunters which draws on his military experiences in the Korean War (later made into a popular film starring Robert Mitchum) and Burning the Days which chronicles some of his early military experiences at West Point and in the Air Force. Salter has been feted with many honors for his literary output including the prestigious PEN/Faulkner award for his book of short stories Dusk and Other Stories and in 2000 he was elected to the American Academy of Arts and Letters. Hale and hearty well into his 80s, Salter is as busy as ever having recently collaborated with the Portuguese artist Juliao Sarmento on an exhibit at the Parrish Art Museum in Southampton, New York called Artists and Writers/House and Home. Mark Rhodes was fortunate enough to catch up with Salter on the eve of this exhibit and was able to correspond with him via email about his work and his career as an aviator. Mark Rhodes: Do you remember your first flight? James Salter: “My first flight was on an airliner going to visit my father in Atlanta. That was the summer of 1941. I was 16 years old.” MR: What was flight training like at West Point and later in Arkansas?” JS: “During the war and immediately thereafter, a portion of each class at West Point was permitted to choose the Air Force. It was before the establishing of an Air Force Academy. I signed up for flight training because both of my roommates did. We went to different primary training fields – there were lots of them through the south and southwest where the weather was good. For subsequent basic and then advanced training, about 60 or 70 flying hours for each, we were all at Stewart Field near West Point. I had never even driven a car when I began flying. The memories of it are vivid, the first stalls and spins, trying to solve the traffic pattern with the instructor annoyed, even knowing where you were. It’s described in Burning the Days.” MR: Did you ever feel like piloting

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Author and aviator James Salter in pilot mode circa 1958. (Courtesy James Salter) came naturally to you? JS: “I had no time to feel like a natural pilot, I was too busy trying to keep up. I passed the landing stages, I passed the check rides. All I knew was what the instructors told me and what you heard in barracks. There were cases where guys that you thought were maxing it washed out. Then we graduated and went on to basic and advanced. In advance I got lost on a night flight and crashed. It was judged the fault of the weather briefing, erroneous winds aloft data, and also it was too late to wash me out, just a couple of weeks before graduation. I’d crashed into some trees and also a house. Suddenly everybody knew who I was. “I never got lost again. I was in Troop Carrier for a couple of years, but it was fighters that interested me. I finally got into a fighter unit in the fall of 1951. It was an F-86 outfit, the F-86s had just come into service. Four months later I was flying against the MIGs in Korea.” MR: Do you think there is a difference between a good pilot and a good fighter pilot? JS: “There were good pilots there and also good fighter pilots. The difference is attitude. Call it spirit or desire if you like. The fighter pilots are looking for a fight. It’s in The Hunters (not the movie, I loathe the movie).” MR: Did you ever have an interest in flying as recreation? JS: “I had a private license for a few years after I got out of the Air Force, but I wasn’t flying enough to keep it up. I kept thinking I might go in on ownership of a plane some day, but I never did. I Continued on Page 20

June 2011

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GA GROUPS ASK CONGRESS By Scott Verstandig AOPA Staff OPA, the Experimental Aircraft Association (EAA), and the National Business Aviation Association (NBAA) sent a letter to Congressional leaders May 13 requesting support for a provision in the House FAA reauthorization bill that would preserve the congressionally enabled Block Aircraft Registration Request (BARR) program. The House and Senate are working out the differences in a long-term FAA bill, and the Senate FAA bill does not include the provision preserving the BARR program. The BARR program gives aircraft owners and operators the ability to “opt out” of having their aircraft’s movements electronically broadcast to nongovernment entities by commercial flight-tracking services. In the letter, the associations pointed out that under the BARR program, the FAA, Department of Homeland Security, and law enforcement agencies always retain their ability to track general aviation aircraft movements, but GA operators are provided the ability to “opt out” of having their real-time private move-

SUPPORT FLIGHT-TRACKING PRIVACY

ments disseminated beyond the government to unknown third parties throughout the world. Significantly limiting the BARR represents an unwarranted invasion of the privacy of aircraft owners and operators, a threat to the competitiveness of U.S. companies, and a potential security risk to people on board, the associations stated. “Americans have a reasonable and appropriate expectation of privacy in their personal movements regardless of the mode of transportation involved. It would set a dangerous precedent to establish a policy that movements in any type of vehicle (whether car, train or airplane) can be disseminated by the federal government to unknown third parties against a citizen’s will.” In March, the FAA solicited comments on its proposal to restrict BARR use to operators who can submit written certification of a “valid security concern”— defined as “a verifiable threat to person, property or company, including a threat of death, kidnapping or serious bodily harm against an individual, a recent history of violent terrorist activity in the geographic area in which the transportation is provid-

ed, or a threat against a company.” AOPA urged the FAA to reconsider plans to curtail pilots’ use of the program. “National security and personal privacy will suffer if the FAA proceeds with its plan to limit access to the BARR pro-

gram,” said AOPA Senior Vice President of Government Affairs Melissa Rudinger in formal comments filed April 1. She described the FAA’s proposed revisions of BARR as “a solution in search of a probContinued on page 16 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 Advertising Sales ....................................................Karyn Dawes (Southern CA) (760) 471-1144 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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Celebrating Twenty-Seven Years of In Flight USA

EDDIE STINSON: A TRUE PIONEER By Alan Smith dward (Eddie) Stinson was born in 1894 in Ft. Payne Alabama. Nine years later, he learned of the success of the Wright brothers in their mission to build and fly a powered airplane at Kitty Hawk North Carolina and his fascination with aviation was born. At age 16, he dropped out of school, and headed for St. Louis where two men were building their own powered aircraft. There he convinced them that he should be their test pilot. He didn’t mention that their kite-like airplane was the first airplane he’d ever seen. He did manage to get it into the air but stalled and crashed, destroying one wing. The two gentlemen of St. Louis decided aviation was not for them and gave Eddie the wrecked aircraft as payment for his attempt to fly it. The accident made Stinson realize that there was more to flying an airplane than he knew. In 1911, he enrolled in the Wright brothers’ flying school in Dayton, Ohio, and quickly developed into what we like to call a “natural.” He received a signed pilot’s license and began a career as a barnstormer and stunt pilot, earning as much as $100,000 a year, a sum that was a small fortune in those days, In 1920, at Dayton, he began designing and building airplanes on his own and established the Stinson Aircraft Company. After five years of experimentation he decided to move operations to Detroit, Mich. because the business community there had become interested in him. Stockholders were obtained and the corporation formed as the Stinson Aircraft Syndicate in 1925. The Detroit Board of Commerce’s aviation committee kicked in $25,000 to finance the design and construction of a large monoplane that was named the SM-1 Detroiter. Ten of these were sold in 1926. It was a good, stable airplane and demand increased. One hundred twenty one were sold in 1929. Then E.L. Cord whose front wheel drive automobiles were unusual and spectacular bought into Stinson Aircraft and wound up with 60 percent of the stock. He put in more working capital so Stinson prices could stay competitive while money was spent on new designs. By 1930 the company had six different models in the marketplace, ranging from the SM-2 “Junior” four seater for private pilots to the SM-6000, a tri-motor airliner. Sadly, in 1932, Eddie was killed in a crash in Chicago’s Jackson Park in the southeast section of the city. He was flying a demonstration in a six seat SM-1 Detroiter with four other men and was just offshore over Lake Michigan when

the engine gave up. Eddie headed in toward the park’s golf course for a forced landing but hit a flag pole on approach, seriously damaging the right wing. The four passengers were slightly injured in the crash, but Stinson’s injuries proved fatal. He had about 16,000 hours of flying time, more than any other pilot in that year. The company carried on, maintaining Eddie Stinson’s standards of quality and originality. It became a subsidiary of the Cord corporation but kept the Stinson name. More new models were introduced and, despite the struggling U.S. economy, sales continued. The model 105 Voyager, a three-seat high winged light plane, was introduced and was immediately popular. A little known Stinson, the model O was offered as a military trainer. It was an open cockpit two seater with a parasol wing. Only ten of these were built and were purchased by foreign air forces. The 105 Voyager became the L-5 Sentinal for the U.S. military. Five hundred thirty five had been sold in 1939 and 1940 before World War II and it was redesigned to become the Sentinel. During the war, 3,950 L-5s were delivered to the military. One famous Stinson is the SR Reliant. First introduced in 1933 as the SR-1, it is a four to five seat airplane powered by Lycoming, Pratt & Whitney and Wright radial engines. There are many variations of the Reliant, ranging from the SR-1 to the SR-10 and 1,327 were built between 1933 and 1941. It saw service during WW II in both American and British armies and navies. When the Cord Corporation was dissolved, the company was acquired by the Aviation Corporation (AVCO) and later by Consolidated Vultee. The Stinson name was retained by both. The last Stinson design was the 108 Voyager that went into production shortly after the war. It was a four-seat personal aircraft and very popular with its cruising speed of 120 mph. The Stinson name finally disappeared when the company was acquired by Piper Aircraft in 1950. Piper got an inventory of 325 108s in the deal and sold these over time. Piper also got the design of the “Twin Stinson,” and introduced it as the Piper Apache. There are still plenty of Stinsons in the sky everywhere in the U.S., Canada, and overseas. They are well built, comfortable and easy to fly. As a student pilot, I flew one from Oberlin, Ohio to Columbus to see a girlfriend in 1951. The checkout had taken less than an hour to transition from Aeronca 7AC’s to the Voyager.

IN THE

June 2011

EARLY YEARS

Stinson 108-3, the last Stinson design.

Stinson Detroiter, the first Stinson. (PilotFriend)

A 1939 Stinson 105 (also called the HW-75.)

The SM-6000 Airliner

AVIATION

(Larry Westin)

Stinson 108-3

(Larry Westin)

(Arpingstone)

(Creative Commons)

June 2011

Contrails

www.inflightusa.com

by Steve Weaver

ADVENTURES IN A TRUSTY PA-12

Constructed by the folks at Cubs Unlimited, this highly modified PA-12 sports a 180 hp engine and numerous aerodynamic mods. (Steve Weaver) he PA-12 I was flying wasn’t developing full power and the oak trees at the end of the little pasture I had landed in the night before were starting to fill the windshield. I needed to decide quickly if I would rather fly into the trunks of the giant trees or pancake into the leafy tops. The choice of perhaps surviving a crash into the tops of the trees as opposed to the certain death that would come in the collision with the sturdy and massive trunks made the decision easy. I eased the stick forward and followed the gentle slope down the pasture, down to where the trees were rooted, aiming for the very bottom of the oaks as my speed built. At the last second I pulled the stick back and the aircraft zoomed toward the green expanse towering over me. This was going to hurt. I was thinking of this November 1971 experience last week when I went to Pennsylvania to inspect and fly a PA12 in preparation for listing it for sale. The Super Cruiser I was flying in 1971 was the last one I had flown and it had the original O-235 engine developing 105 horsepower engine. I had purchased it for the princely sum of $1,600 to add to my flight school fleet and with it I taught flying students and I also used it for charter, hauling both passengers and freight. It was a great airplane for hopping passengers too, since the rear seat was wide enough for two small to midsized riders. It would generally haul anything you could get through the door and I recall once arriving home from Detroit with a truck transmission in the back that

had been loaded by a fork lift. We almost never got it out because we couldn’t get enough men around it in the confines of the cabin to lift it. Imagine then, my curiosity when I learned that a PA-12 I was to fly and list for sale, N4433M, sported under a custom designed cowling, a Lycoming 180 horsepower engine. AND it had Super Cub flaps and VG’s. Whoa! This will be fun. On Monday midmorning, I arrived at the Finleyville Airport-On-A-Hill, which lays just southeast of Pittsburgh, and found Jim Kirk, the affable old-airplane aficionado who would show me the PA-12. His hangar is one of the tiered hangars perched on the steep slope of the airport and it’s where he keeps his immaculate Waco UPF-7 and his Taylorcraft. The PA-12 was there as well. The airplane, looking like no Super Cruiser I’d ever seen, stood tall and stout on its modified gear, shod with tundra tires and resplendent in immaculate white paint and the royal purple trim that caused it to be named The Crown Royal Special. I spent a few minutes examining the airplane and I soon realized the name was appropriate for an airplane with a pedigree like this one. It was built by Cubs Unlimited with the owner furnishing an open checkbook, and it is obviously one of the finest examples of their work. With more than 30 modifications to enhance its already legendary abilities, the airplane was stunning. I couldn’t wait to fly it. Continued on Page 19

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Celebrating Twenty-Seven Years of In Flight USA

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2011 officially marks the 100th anniversary of Naval Aviation and this handsome, well-appointed volume traces the archeology of United States Naval Aviation in all of its glorious detail. The modern era of aviation is chronicled here including fascinating chapters on the lore and history of Marine Corps Aviation, the lore and history of Coast Guard Aviation, the lore and history of The Blue Angels as well as a particularly interesting passage on the evolution of flight gear (which has always managed somehow to be both stylish and functional). This only scratches the surface of the rich material in this book, possibly the best and most satisfying aviation oriented book of the year.

Roy Crane's creation of John Singer "Buzz" Sawyer was one of the most realistic of World War II era characters created for mainstream comics. Sawyer was a Navy Pilot who flew and fought in the Pacific theater from 1943-1945. This particular volume collects all of the daily strips from World War II. Sawyer's exploits here involve his day-to-day life as a pilot aboard a carrier as well as his exploits as a fighter pilot. As with most comics, the art here is the draw (so to speak) and Crane's moody, distinctive art drives the narration and establishes a mood of romantic masculine storytelling that has rarely been equaled and is hardly ever seen in contemporary comics. For the Cool Father:

Captain Easy: Soldier of Fortune-Complete Sunday Newspaper Strips 1933-1935 (Fantagraphics Books)

For the Techie Father:

Seaplane, Ski plane and Float/Ski Equipped Helicopter Operations Handbook (Skyhorse Publishing) As is well known, piloting a Seaplane/ Skiplane/Ski Helicopter is a subtle and delicate business. This FAA produced manual is a great, no nonsense guide to dealing with the sophisticated operations of navigating and landing these specialty aircraft. Many of these manuals can be dry but this particular volume is quite interesting, so much so that it is actually interesting to read casually due to it's crisp text and clean, colorful illustrations which complement the text perfectly. For the Action Hero Father:

Buzz Sawyer; The War in the Pacific (Fantagraphics Books)

Another of Roy Crane's creations, Captain Easy is as surreal a strip as "Buzz" Sawyer was grounded. Captain Easy, a gallant southern soldier of fortune who was a flier in the Chinese Air Corps, was a kind of dream figure of dashing masculinity who had serial adventures typically involving princesses, exotic royalty with concubines as well as a pirate queen. Indeed, his character seems to have been influenced by some of Edgar Rice Burroughs' chivalrous creations like John Carter (and in turn Captain Easy seems to have influenced characters like Indiana Jones). These strips have been beautifully reproduced by Fantagraphics and the artwork has a painterly quality that makes the work here particularly memorable and striking. Continued on Page 16

June 2011

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The Safe And Easy Way To Fuel High Wing Aircraft! Platform and steps incorporate heavy duty aluminum non-slip surfaces. Ideal platform height allows viewing of fuel level in tank. Top tool tray doubles as a leg rest & knee support. Weighs only 14 lbs. Certified by world recognized third party test lab SGS to both European EN131 and American ANSI standards 14.2:200 for step ladders. The EZ Fuel Ladder is rated type 1 with a working load of 300 lbs. P/N 13-07534 ................. $195.00

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Now, the company that brought you aviation’s first “mini-MFD” is taking the concept to a whole new level: With the Garmin aera™ lineup of touchscreen GPS portables. Featuring crisp 4.3-inch QVGA wide-format displays with menu-driven tap-and-drag user interface, these four versatile “dual boot” models let you transition seamlessly from runways to roadways with the best in Aviation and Automotive moving-map navigation. Leveraging Garmin’s industry-leading expertise in integrated systems design, the aera series offers a full range of smart, easy-touse guidance solutions for today’s pilot/motorist. Aera 500 Americas (Pacific and Atlantic also available) P/N 11-08044 ........... $699.00 Aera 510 Americas ......... P/N 11-08045 ........ $1,099.00 Aera 550 Americas (Pacific and Atlantic also available) P/N 11-08046 ........ $1,249.00 Aera 560 Americas ......... P/N 11-08047 ........ $1,599.00

GPSMAP 696- Meet our ultimate portable MFD: the GPSMAP 696, an all-in-one navigator designed exclusively for aviation. Featuring a large screen, detailed electronic charts and real-time weather, the 696 is your own personal avionics system. GPSMAP 695 - With features that focus on aviation-only navigation and mapping, GPSMAP 695 is Garmin’s ultimate portable MFD. Similar to the 696, the GPSMAP 695 comes with a large screen and detailed electronic charts — minus XM compatibility — at a price you’ll love. GPSMAP 696 Americas . P/N 11-07022 .. $2,999.00 GPSMAP 695 Americas . P/N 11-07023 .. $2,399.00

Castleberry Electric Horizon

FAA Approved back-up b k Altitude Altit d indicator i di t replaces l turn t & banks b k under d AC91-75. AC91 Features inclinometer and failing warning flag. Factory new. 15 month warranty. Simple installation. 14V .............................................. P/N 10-02823..........................$2,265.00 14V w/ 8° tilt................................. P/N 10-02828..........................$2,195.00 28V w/ 8° tilt................................. P/N 10-02829..........................$2,265.00

Electronics International UBG-16 Ultimate Bar Graph Engine Analyzer is a sophisticated instrument with unique features designed to provide pilots with a unique tool for detecting engine problems in their earliest stages and assisting you in operation your engine safely and economically UBG-16(Instrument Only)... P/N 10-25335 ..$1,195.00 UBG-16 w/8 Probes ........ P/N 10-00593 ..$1,638.00 UBG-16 w/12 Probes ...... P/N 10-00594 ..$2,098.00

Plane-Power Alternators These are the products of years of research, development and intensive testing. Each component has been engineered, developed, tested and re-tested exclusively for use in general aviation aircraft. PMA Certified New Replacement Alternators AL12-F60 .................. P/N 07-00998 ...........$482.00 AL12-C60 ................. P/N 07-00997 ...........$489.00 Experimental Aircraft Alternators AL12-EI60/b ......... P/N 07-01003 ...........$389.00 AL12-EI70/b ......... P/N 07-01004 ...........$429.00 Visit our website for complete line of Plane Power Alternators

GPSMAP 696 & 695

Exceptional torque to start virtually any general aviation piston engine in nearly any environment. Replaces the bulky windings of a conventional starter motor with lightweight permanent magnets. More efficient starter operation & improved performance. 12V ....................................... P/N 07-01270 .............................$559.00 25V ....................................... P/N 07-01272 .............................$605.00

Fuel Scan 450 JPI Instruments provides continuous display of fuel burned in gal/hour (liter and lbs. available on special order). Fuel Scan 450 also provides total fuel used, fuel remaining, endurance in hours and minutes, fuel required to next waypoint, fuel reserve at next waypoint, and nautical miles/gal. P/N 10-00135 ............ $658.75

Batteries

We Take Trades!

AERA

Starters X11P .............................................................$799.00 X11 ...............................................................$799.00 H10-13Y Youth .............................................$306.90 H10-20 ..........................................................$302.25 H10-30 ......................................................... $251.10 H10-60 ......................................................... $345.96 H10-13.4 ......................................................$306.90 H10-13.4S ................................................................................... $311.55 H20-10 ......................................................................................... $327.36 H10-13X ANR (battery) ............................................................... $628.68 H10-13XL ANR (battery) ............................................................. $717.03

Windshields

Replacement glass for over 350 different aircraft models from the oldest to the latest production both domestic and foreign. Each can be confirmed with serial and model number, year of manufacture, thickness of material and cross-referenced with OEM part number. Manufactured of high optic quality acrylics. Available in clear, green and solar gray tints. FAA Approved! Best Quality! Best Prices! Check our website for full selection!

Alcor Instruments

Alcor Multi-Probe Analyzers provide the peace of mind pilots want whether they are flying over mountains, oceans or just around home. 2-1/4” EGT................................P/N 46150 ...$148.75 2-1/4” CHT................................P/N 46151 ...$146.50 CHT Probe (Bayonet) ...............P/N 86251 .....$69.85 EGT Probe (Type K-Clamp) .....P/N 86255 .....$62.50

G-25...................................... $132.95 G-35...................................... $154.95 G-242.................................... $294.95 G-243.................................... $298.95 G-246.................................... $329.95 G-247.................................... $409.95 G-25S ................................... $154.95 G35S .................................... $188.95 G243S .................................. $354.95 G6381E ............................. $1,163.00 G6381ES .....................................$1,714.00

Free UPS Ground* Shipping in 48 States No UPS Hazardous Charge ~ Pay Price of Battery - That’s It! FULL MFG. WARRANTY - SHIPPED SAME DAY ORDERED All batteries listed are with acid unless otherwise noted. Call for pricing for batteries without acid. *Batteries up to 50 lbs. **This battery weighs 112 lbs.-does not ship free.

Oil - Additives

Aeroshell - 15W-50 Multigrade Case ............... P/N 08-05451 ................$76.00 Aeroshell -Mineral Oil Case ............................. P/N 08-05410 ................$61.50 Aeroshell -W100 SAE 50 Case ........................ P/N 08-05401 ................$62.50 Phillips - Oil SAE 20W-50 Case ....................... P/N 08-05301 ................$56.50 Phillips - Mineral Oil 20W-50 Case .................. P/N 08-05311 ................$57.50 Exxon - Elite 20W-50 Case............................... P/N 08-00432 ................$69.95 Exxon -Break In Oil 20W-50 Case .................... P/N 08-01293 ................$58.50 Additives Camguard Oil Additive 1 Pint............................. P/N 08-07096 ................$24.95 TCP Fuel Additive Qt. ........................................ P/N 05-21300 ................$34.85 Lycoming Oil Additive 6 oz. ............................... P/N 08-05600 ................$31.25 Microlon CL-100 Aircraft Kit ............................... P/N 09-35805 .............. $119.95

SLICK IGNITION KITS S

08-01468 ..................K4516 Slick Kit .............$2,325.00 25 5.00 08-02572 ..................K6320 Slick Kit .............$2,638.00 38 8.00 08-01487 ..................K4517 Slick Kit .............$2,398.00 98 8.00 0 08-01578 ..................K4527 Slick Kit .............$2,246.00 46 6.00 0 08-02666 ..................K6327 Slick Kit .............$2,638.00 38 8.00 0 08-02616 ..................K6322 Slick Kit .............$2,643.00 43 3.00 08-02575 ..................K6320 Slick Kit .............$2,638.00 38.0 8.00 08-02681 ..................K6328 Slick Kit .............$2,638.00 38.0 00 Massive URHB32E .... P/N 08-00245 ..... $21.50 UREB37E .... P/N 08-00246 ..... $21.50 Fine Wire URHB37E .... P/N 08-00247 ..... $21.50 UREB36S .. P/N 08-01233 .. $52.75 UREM37BY . P/N 08-00248 ..... $21.50 UREM38S.. P/N 08-01234 .. $52.75 UREM38E.... P/N 08-00046 ..... $21.50 URHM38E ... P/N 08-00047 ..... $21.50 URHB36S .. P/N 08-01230 .. $52.75 UREM40E.... P/N 08-00048 ..... $21.50 URHM38S . P/N 08-01232 .. $52.75 URHM40E ... P/N 08-00049 ..... $21.50

Aircraft Tires 5.00-5 6 Ply ......... P/N 6.00-6 4Ply .......... P/N 6.00-6 6 Ply ......... P/N 6.50-8 6 Ply ......... P/N 6.50-10 8 Ply ....... P/N 7.00-6 6 Ply ......... P/N 7.00-6 8 Ply ......... P/N

KANNAD 406 AF-COMPACT

The Kannad 406 AF-compact is the lightest. Smallest, and least expensive on the market. Longer transmission duration, six year battery, no aircraft power required, Internal alarm buzzer, Nav interface compatible. Complete Kit comes with remote switch, install manual, mount hardware and all connectors. Rod or whip antenna sold separately. Compact ELT Kit ... P/N 11-05786 ... $811.00 Compact ELT Kit Int. .. P/N 11-06314 .. $835.00

Intercoms & Audio Panels PM1000-II(4Ch. Panel Mount).............P/N11-11922 ................$309.95 PMA 8000B Audio Panel.....................P/N 11-04354 ............$1,595.00 PMA 8000B MP3 Audio Panel ............P/N 11-06612 ............$1,795.00 PMA 6000 Audio Panel / Int. ...............P/N 11-11937 ...............$939.00

TCP FUEL TREATMENT

TCP Fuel Additive - Eliminates lead db before f it can cause ffouling. li A simple i l one-shot h t ttreatment t with every ﬁll-up prevents lead build-up on spark plugs and valves. Quart.............. P/N 05-21300 ................. $34.85 Gallon ................ P/N 05-21400 .............$112.95 Dispenser - Required for Quart and Gallon. ............................................... P/N 05-21500 ................ $9.75 **Free Dispenser with the purchase of a quart. While supplies last. **

06-05100-3 ......$139.00 06-05200-3 ......$164.95 06-05400-3 ......$189.95 06-05600-3 ......$218.00 06-05900-3 ......$268.00 06-06200-3 ......$223.00 06-06210-3 ......$227.00 We now offer the complete line of Michelin Aviation Tires.

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Starters

Sky-Tec High-Torque HT Model Starters are designed for rugged, demanding applications. HT Starters weigh only 8.4 lbs., spin twice as fast as heavier OEM starters. Unique cantilevered heavy-duty drive allows for “zero” nose clearance applications. High-Torque HT Model 122-12HT P/N 07-06250 .............$423.00 Flyweight Starter Model 122-12PM P/N 07-06252 .............$380.00 NL Starter Model 122-NL P/N 07-00761 .............$431.00 NL Starter Model 149-NL P/N 07-00762 .............$431.00 NL Starter Model 149-NLR P/N 07-00763 .............$431.00

CB-25 ........................................ $189.95 CB-35A ...................................... $233.95 CB24-11 .................................... $419.95 CB24-11M ......................................$432.95 RG24-15 ................................... $439.00 RG-25 ........................................ $181.95 RG-35A...................................... $225.95 RG24-11 .................................... $409.00 RG24-11M ................................ $419.95 RG24-15M ................................. $448.95 RG380E/44** ......................... $2,366.00 NEW XC (Extra Cranking Power) RG-25XC ................................... $199.95 RG-35AXC ............................... $239.95

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ES48103-1................ 08-07065 ES48104-1................ 08-07066 ES48108-1................ 08-07067 ES48109-1................ 08-07068 ES48110-1 ................ 08-07069 ES48111-1 ............... 08-07070 $62.75 ea.

Oil Filters AA48103 AA48104 AA48108 AA48109 AA48110 AA48111

Oil Oil Oil Oil Oil Oil

Filter Filter Filter Filter Filter Filter

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FAA-PMA APPROVED! LED LANDING & TAXI LIGHT The Alphabeam™ is a drop-in replacement for traditional incandescent lights. No need to modify or alter existing mounting. Patented optical design. Draws less power, uses less LED’s than other LED based bulbs. Ruggedized for aircraft shock, vibration and temperature ranges. No dimming of loss of intensity across voltage range of 11 Vdc to 30 Vdc. Reduced maintenance costs. Meets all environmental requirements of RTCA DO-160-F. P/N 11-08459 ............. $325.00 Volume pricing available! Call or email for details.

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Celebrating Twenty-Seven Years of In Flight USA

ONE

MAN HAS THE POWER

Father's Day Books pact introduc-

...

Continued from Page 14 For the Even Cooler Father:

Fire and Water: Bill Everett, The Sub-Mariner and the Birth of Marvel Comics (Fantagraphics Books) The great comic creator Bill Everett

“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 in 2011 is well known for his creation Prince Namor the Sub Mariner. Author Blake Bell's book is a chronicle and appreciation of his work, which, as was the case with the first generation of comic artists, was quite varied. Everett worked on many a war comic and this volume has some memorable and dynamic stuff that is aviation oriented particularly in genre comics from the 40s and 50s like Navy Combat and Navy Action.

Eddie Andreini Airshows

June 2011

650-726-2065

Aviator Flight Training

For the Military Buff Father:

1001 Battles that Changed the Course of World History

tion to military history; 1001 Battles chronicles in crisp detail and striking imagery the landmark battles in history starting before Troy and going up to the minute with Marjah in Afghanistan just last year. The book documents several of the major air battles of the 20th century including the Battle of Britain and Midway. It also has great information on lesser known, but significant battles including the Gotha Raid on London from World War I which saw German Gotha bombers devastate London helping signal that the bombing of cities was a grim but inevitable consequence of modern warfare. This battle also helped trigger the creation of the Royal Air Force as a way to defend against this new kind of air warfare as well as allow for offensive maneuvers from the air. Again, this work is full of this kind of idiosyncratic information and is a rich treasure trove of a volume with enough heft (just under five pounds and just under 1,000 pages) to satisfy even the most insatiable military history/aviation history addict.

(Universe) A great book for the military buff or someone who wants a complete yet com-

Flight-Tracking Privacy Give The Gift of Flying History! Earn your Tail Wheel Endorsement and open the door to classic flying fun. • Drastically Improve your Basic Flying Skills • Add Classic Airplanes to your Logbook. • Add Points to your Wings Program participation • Train in Our Aircraft or Yours • Be the Pilot you always wanted to be!

(714) 423-4440 danielwotring@yahoo.com aviatorflighttraining.com

Continued from Page 11 lem that doesn’t exist.” “AOPA has determined that the proposed changes are dangerous, invasive, and non-competitive and the implications are far reaching,” she wrote. On May 10, Sens. Mark Begich (DAlaska) and Mike Johanns (R-Neb.), cochairs of the Senate General Aviation Caucus, along with Sens. Ben Nelson (DNeb.) and Mark Warner (D-Va.), sent a letter to Senate Commerce Committee Chairman John D. Rockefeller and Ranking Member Kay Bailey Hutchison requesting support for the BARR program and that the provision be included in any final FAA reauthorization bill. “As general aviation supporters and as such staunch proponents of privacy rights, we are deeply concerned by the implications of the FAA’s proposed modifications. U.S. citizens have a fundamen-

tal right to privacy, and we do not believe Americans are entitled to any less privacy because they are traveling on a general aviation aircraft,” said the senators. In addition, the senators pointed out that the House considered its FAA bill after the FAA indicated its intention to eliminate the BARR program; therefore the House had the opportunity to include the provision preserving the program in its current form. The Senate passed its FAA bill before the FAA made its announcement.? “AOPA appreciates the Senate GA Caucus co-chairs, Senator Begich and Senator Johanns, as well as Senator Nelson and Senator Warner for expressing their support for the BARR language in the House FAA bill and we hope the Senate will support this important provision,” said Lorraine Howerton, Vice President of Legislative Affairs.

June 2011

www.inflightusa.com

Aviation Ancestry

by Scott Schwartz

HOLE SUCKING AIR, THE REPUBLIC F-84, PART THREE By Scott Schwartz

SPECIFICATIONS:

aturally, the damage caused by salt corrosion during the trip overseas required extensive repairs. Once the repairs were completed, the F-84Es were sent into combat. The 27th Fighter Escort Group, under the command of Lt. Col. Don Blakeslee (who was a famous P-51 pilot during WWII) was dispatched on its first combat mission on December 6, 1950. This was supposed to be an armed reconnaissance mission, but between it, and the next day’s mission, the 27th had fired 7,200 rounds of machine gun ammunition and thirty two rockets. The net result of all this was the strafing of a North Korean village and damage to several locomotives. Although one is tempted to sneer at the results of these missions, it should be remembered that none of these pilots had ever flown ground-attack missions before – with the exception of Blakeslee and one other pilot. By August of 1951, the first of the F84Gs had been delivered to the Air Force. Once again, airplane production outpaced delivery of the Allison J-35

F-84E

Engine: 1 Allison J-35-A-17 turbo jet engine. Armament: Six .50 cal. machine guns in the nose, and one gun in each wing. The aircraft could also carry 4500 pounds of bombs and/or rockets. Maximum Speed: 540 mph at sea level. Service Ceiling: 40,500 feet.

F-84G

This F-84F was one of the General Motors-built examples, and it was delivered to the USAF in 1954. It last saw service with the Indiana Air National Guard and was retired in 1971. The aircraft is currently on display at the March Field Air Museum in Moreno Valley, CA. (Scott Schwartz) engines, and the 27th Fighter Escort Group – which had now returned from Korea – had received only 36 F-84Gs. Although it looked nearly identical to the F-84E, the F-84G was equipped with a reinforced “bird-cage” type

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Celebrating Twenty-Seven Years of In Flight USA

Soaring With Sagar

FOR

June 2011

Story and Photos by Sagar Pathak

LAUNCH! ith half open eyes, and in a semi-awake state of mind, I spotted the now familiar, 52story Vertical Assembly building at the Kennedy Space Center. It was three a.m. eastern time, and I had just flown in the day before. My body was wondering why I was just waking up when normally I would be falling asleep at this time. It was confused and for a fleeting second so was I. But then I saw the innocuous sign on the side of the road. “Days till Count Down: 0.” And a small smile crept across my face. This was finally the day I would get to witness history and create some of my very own. Seventeen days prior, a small, but important group of components in the Aft Load Control Assembly No. 2 (ALCA-2) caused the cancellation of the STS-134 mission launch four hours prior to launch, disappointing not only me, but hundreds of thousands of spectators and especially six eager astronauts strapped into the worlds largest bottle rocket. But as I heard someone at NASA say, “we may not do it fast, but we do it safely.” Knowing that a faulty ALCA would put the six astronauts in possible danger should have been an easy decision to ward off the disappointment of traveling half way across the country and spending hundreds of dollars on airfare, rental car, and hotel nights. But along with those hundreds of thousands of others, I knew that their safety was more important then

witnessing one of man's greatest accomplishments...a space shuttle launch. So I put my disappointment aside and rebooked my tickets to come back again for the next launch attempt. Having only seen a launch on television, I was not sure what to expect. Nor could I appreciate the full complexity involved to prepare six organisms made up of 60 percent water and fully dependant on oxygen into a vessel strapped to a glider that sits on 2.5 million gallons of highly combustible fuel, making it the worlds largest roman candle. In the days leading up to each launch attempt, I was immersed in all things NASA. Me and 800 other journalists from around the world gathered into one building and absorbed facts about the shuttle, it's multi-billion dollar Alpha Magnetic Spectrometer payload, the intricacies of launch windows, numerous checks and milestones needed to proceed with a safe and successful launch, and we all had a sideline seat. We had sign up sheets to interview the astronauts, press releases handed out several times a day, and photo opportunities to view the major phases of the launch process. The latter interested me the most. And since I was out there twice, I got to know those processes very well. The three major photo opportunities were the rotating service structure (RSS) rollback, the astronaut walk out, and the launch itself. Continued on Page 39

A close up shot of the Space Shuttle and the final steps the astronauts take as they enter the Orbiter. (Sagar Pathak) One of hundreds of remote cameras is positioned a few hundred feet from the base of the Space Shuttle to capture dramatic shots of the lift off. A white plastic bag provides protection against the elements and blast during the launch. (Sagar Pathak)

June 2011

Contrails

Continued from Page 13 I helped Jim push it from the hangar, gave it a quick preflight and belted myself into the front seat. Jim leaned in and showed me the location of all the doo dads necessary for flight under positive control, wished me fun and disappeared into the hangar. It was just the Crown Royal Special and me. My memory of how my PA-12 sounded when started all those years ago was quickly reclassified as ‘tinny’ when the Special came to life. The airframe thrummed with the power of the idling O-360 as I picked my way through the maze of hangars and climbed the hill (you have to see this airport) up to the runway. A run-up and checklist revealed no faults that would prevent flight, and I advanced the throttle. I’ve never experienced a catapult launch, but the takeoff of the Special must be similar to one. The big tires had barely started turning when the stick told me it was time to raise the tail and a split second later the slightest of back pressure peeled the big tires from the runway. It was an elevator and not a shy one either. We shot skyward and I found myself throttling back to avoid levitating into the Class B airspace above me. Slow flight reveled that with the flaps and VG’s, the airplane would fly at 28 mph indicated. Control response was still excellent and a picture of all the unimproved strips where I could land this airplane and successfully take off again, danced through my head.

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Ah, you are wondering, what about the unsuccessful take off of my own Super Cruiser in 1971? Well, it wasn’t completely unsuccessful, since we burst through the top of the Oak trees, limbs and leaves exploding in every direction and I was shocked to find we were still flying. The airplane had shuddered, shook itself and come out the other side of the tree, less some belly and gear fab-

ric. The next day I visited the site by car and found the propeller had cut off limbs as thick as my wrist and my appreciation for the tough little airplane increased dramatically. I still have a twig incased in plastic with the date, November 1971 engraved on it. It’s a souvenir from the tree that I found in the air intake of the airplane. The date is the occasion of a good airplane that kept me from dying.

Oh yes, and why wasn’t it developing full power? I have to confess that I had taken off with the carburetor heat on. It was such a simple and basic thing to check, but I had missed it and it almost cost me my life. Perhaps the fact that the Super Cruiser took it on the chin for me and I was spared is part of the reason I like the Crown Royal Special so much.

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June 2011

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Continued from Page 6 II and Korean War combat veteran A-26C Invader, B-52H, C-17A, DC-3, a pair of F15E Strike Eagles, F-16C, F/A-18E Super Hornet, F-22 Raptor, P-51D and P-51H Mustangs, T-1, T-6A Texan II, T-28 Trojan, and a vintage Vampire jet. Beale’s own T38s, MC-12, U-2, and the unmanned

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Continued from Page 10 flew an F-16 about five years ago. He let me do rolls, loops, even a little formation. It had been 40 years since I’d been in a cockpit. It felt fine.” MR: Did piloting help prepare you for your literary career? JS: “Sometimes the comment is made that my writing seems to have an aviator’s viewpoint, whatever that might mean. I don’t think in my case there’s any connection between writing and flying. Flying is easier.” For more info on James Salter’s Exhibit see www.parrishart.org

Global Hawk were also on display. It takes a great deal of effort for a heavily tasked military base to put on an airshow of this size, but the folks at Beale AFB pulled it off with style and made Beyond The Blue 2011 an event to remember.

June 2011

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SENIOR FLIES ONE MORE TIME By Holly Botsford or Helene Dax, an 87-year-old resident of Parkplace, a Brookdale Senior Living retirement community in Denver, aviation has always been her passion. Starting during her teenage years as an air traffic controller, she worked in Chicago during World War II, as the tower controller guiding planes in on the runway. To bring the planes in, she used a large light to guide the pilots. There were three colors used – red, which meant the pilot was not cleared for landing; yellow to come in but use caution; and green which gave the all clear. “Everything was so primitive then,” said Dax. After working at Chicago, Helene acquired her pilot’s license at the age of 26. She recalls how, back then, she had to start a hand propelled prop plane, which she remembers as the only scary part of flying. “I thought I would get my head caught in the propellers while starting the plane,” she said. When flying, she had to use landmarks, such as telephone poles, to return to the airport. She says she felt “special” flying in her own plane because she knew she was one of a few women flying at the time. For the next 40 years, she and her husband owned several small planes, and flew all around the world together. She is a member of the Colorado Women’s Aviation Society. In 2011, Brookdale Senior Living and Jeremy Bloom’s Wish of a Lifetime (JBWOL) announced a multiyear initiative to grant wishes for hundreds of seniors nationwide. The sponsorship will build on the joint commitment of each organization to serve seniors and raise awareness about the importance of helping older adults keep dreaming, daring and discovering. Jeremy Bloom, founder of JBWOL, was drawn to Brookdale’s Optimum Life concept. Optimum Life helps cultivate whole-person wellness through fulfillment in six key dimensions: physical, emotional, purposeful, social, spiritual, and intellectual. “Joining together with Jeremy Bloom’s Wish of a Lifetime will motivate our residents to expand their opportunities to live an Optimum Life,” said Sara Terry, vice president of Optimum Life for Brookdale. “Thanks to the scope of this program, more Brookdale Senior Living residents than ever won’t let ‘someday’ become a code word for ‘never.’ They will have an opportunity to fulfill those

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Emily Warner (left), an aviation legend as the first female commercial airline pilot and woman to achieve captain status. She flew for Frontier Airlines. And on the right, Helene Dax, 87, happily prepares to take her wished-for flight.

dreams they had placed on the shelf, and take action as a result of our mutual commitment.” Through Brookdale and JBWOL, residents at Brookdale Senior Living communities nationwide are invited to share and submit their wishes. To request her wish, Dax filled out a survey form explaining an experience she would like to have fulfilled, and how that experience relates to one or more dimensions of the company’s Optimum Life concept. During her flight, she requested the company of her dear friend, Emily Warner, an aviation legend as the first female commercial airline pilot and woman to achieve captain status. She flew for Frontier Airlines. During the kick-off event and announcement of Brookdale and JBWOL coming together held in March 2011 in Denver, three surprise wishes were announced to the recipients in front of the entire audience. As her surprise wish, Dax was told her wish of “flying one more time” with Warner would be fulfilled. Continued on Page 24

June 2011

RECOVERY

www.inflightusa.com

OF GLACIER PART 2

GIRL,

Reprinted by permission of the Arkansas Educational Television Network In Flight USA will run the story of Glacier Girl in three parts. The first part, ran in the May issue and told the history of Glacier Girl. In this issue we run Part 2, The Recovery of Glacier Girl, and finally in the July issue we will cover the Restoration of Glacier Girl. This story leads us to AirVenture, July 25-31, where Glacier Girl will be on display. n July 15, 1992, fifty years to the day after his rescue, 74-year-old Brad McManus stood on the ice cap surrounded by the recovered pieces of his late friend Harry Smith’s P-38, as chronicled in the documentary “The Lost Squadron,” and was flooded with memories of his wartime experience and the lifetime friendships that he held dear to his heart. A new mission was about to begin. How do you get a P-38 out of the ice? Simple...melt the ice! Well, maybe not as simple as that, seeing how it was 268 feet of ice. Basically, you start with a six-digit budget, followed by transporting tons of equipment that include arctic survival gear and heavy construction machinery, and top it all off with adventure-minded individuals willing to take the hardships and risks associated with one-of-a-kind expeditions to a hostile environment. That’s what it took to recover a P-38 from “The Lost Squadron.”The contraption designed to burrow through the ice looks like a technologically advanced spinning top. It’s called the Super Gopher – a thermal meltdown generator – and melts the ice by circulating hot water from a collector and pumping it through copper tubing coiled around the outside. The four-foot-wide device is suspended over the area to be tunneled through by a hoist and chain, being lowered at a rate of about two feet per hour. The water created is pumped out through a hose coupled to a submersible pump. When the Gopher completed melting its 268-foot-deep shaft it was winched out of the hole and set aside. The hole took the better part of a month to complete. The descent to the bottom of the ice hole took twenty-five minutes. Men equipped with steam hoses were

Work had to be performed in cramped quarters surrounded by ice and melting ice water. lowered in to carve out a cave surrounding the aircraft. Water created from this was constantly pumped out, as workers had to slog through ice water to keep the project moving along. Salvaging the P-38 from the glacier took long hours of hard work, all of which had to be performed in cramped surroundings in a rain of melting water and chunks of ice that periodically fell from the cavern roof. There were several tense moments when the striking of a chisel sent cracks like bolts of lightning running through the roof of the ice cavern. Once the cavern was completed, the task of disassembling the plane lay ahead. Technicians began to take the P-38 apart piece by piece. Propellers had to be removed, the wings had to be disconnected, the fuselage disassembled; every part of the plane was scrutinized, logged and recorded and then hoisted to the surface. The last section of the aircraft, the center section, was seventeen feet by twentyone feet and weighed seven-thousand pounds. It, too, had to travel the 268 feet to the surface. Attached to the plane were cables that ran up to several winches. The bulk of the lifting was done by one very powerful manually operated hoist. Using it required applying great pressure uniformly, and it turned out that only one member of the team had the necessary strength for the job. The crank required four turns for every quarter-inch rise. Several people on the surface were needed to monitor the various other winches, and someone had to ride on the plane section to make sure it came up evenly and avoid any obstacles in the shaft. The raising of this section took almost two full days. After reaching the surface, the crew had to be extremely careful removing the section from the hoist, as a mishap at this point would send the huge section plunging down the shaft. Due to the limited height of the hoisting frame, the crew had to dig away a ramp on one side of the shaft onto which the plane could be Continued on Page 28

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Aviation Ancestry Continued from Page 17 ty of the F-84G to carry atomic weapons or four thousand pounds of external weapons and the fact that it was fitted with an in-flight refueling receptacle. For all of the improvements incorporated into the aircraft, the F-84G was considered to be an “interim” aircraft until the swept-wing F-84F could be deployed. Still, the demand for F-84Gs was almost insatiable; the Air Force needed the aircraft for action in Korea, where it would eventually be heavily used in the groundattack role. Although the straight-wing F-84 was “old-technology” when compared to the swept-wing MiG – 15, F-84 pilots were able to score some air-to-air victories against the MiG. Still, the F-84 was usually outclassed in air-to-air combat against the MiG-15 – especially when the MiGs were flown by Soviet pilots. Not surprisingly, the F-84 was replaced in the air-to-air and bomber escort roles by the F-86 Sabrejet. At that point, the F-84s were used primarily as low-altitude attack aircraft – which was a role that suited the aircraft well. Indeed, by the end of the Korean War, F-84s had been used on 140,000 combat missions, had dropped 50,427 tons of bombs, dropped 5,500 tons of napalm, destroyed 4,000 locomotives and/or rolling stock, caused the death or wounding of 23,000 enemy soldiers, and the F-84 pilots launched over 22,000 air-to-ground rockets. Roughly eighty-seven F-84 pilots were killed as a direct result of combat action (quite a few pilots were killed in accidents), and five pilots remain Missing In Action to this day. As far back as 1949 the future appeared to belong to swept-wing fighters (and their ability to attain higher Mach speeds). So, in November of that year, Republic asked the Air Force for

authorization to pull an F-84E off the production line in order to “convert” it into an improved long-range escort fighter. At the beginning, Republic used its own money to fund the development of the new aircraft. Believing that it would be easier to obtain funding for a new aircraft, over an existing model, the Air Force changed the designation from YF84F to YF-96. Once the Korean War started, the Air Force, now believing that it would be easier to obtain money for an existing aircraft over a completely new one, changed the designation back to YF84F. Basically, the YF-84F that was delivered to Edwards AFB in May, 1950, was an F-84E with wings that were swept back at a 40 degree angle. Flight tests, some of which were carried out by Major (at the time) Charles Yeager and Gen. Albert Boyd revealed that the aircraft was under powered. The Air Force approved the construction of two additional YF-84Fs, which were to be powered by an engine made by the British firm of Armstrong-Siddeley. This engine – the “Sapphire” – generated 7,200 pounds of thrust and was to be produced under license by Curtiss-Wright (as the J65). Because the J65 was a larger engine, the two additional YF-84Fs fuselages had to be deepened, and the second aircraft was fitted with intakes in the wing roots instead of in the nose. As previously mentioned, the Korean War caused the need for new fighter-bombers to skyrocket; primitive operating conditions, accidents, wear and tear, as well as combat losses were depleting the inventories of F-51s and F80s by the end of 1950. Although F-86s and F-84Es were being deployed, these aircraft were largely untested in combat, Continued on Page 33

Senior Flies One More Time Continued from Page 22 The flight was set to take place at McAir Aviation in Broomfield, Colo. The day of the flight dawned sunny and pleasant. Dax was co-pilot in a Cessna 172 model with new glass g1000 cockpit. Warner was in the back seat. Dax was even able to take the controls for a while, and truly enjoy flying once again. They all went up at the perfect time. Right after their flight landed it became quite windy, and would have been a much bumpier flight. “It was very pleasant, a beautiful

day, and so much fun riding in the plane. Just like it was before,” said Dax. “I loved every minute and am grateful for another experience flying.” “When the residents and associates of Parkplace Retirement Community ask Helene about her recent experience, she just lights up, breaks into a huge grin and talks about how special her experience was being able to fly a small plane again,” said Cindy Abrahamson, executive director for Parkplace. For more details about this wish, including video, visit www.brookdalewishes.com.

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Celebrating Twenty-Seven Years of In Flight USA

June 2011

W h a t’ s U p ! ?

THE TUNES OF JUNE – COUGH! – DON’T FORGET TO CHECK THE TOP kay, everyone stand back! I don’t want you to get dirty when the mud flies or the “you–know-what” hits the fan as I lay this one on you. Y’all know how much I like stirring up things so here goes. Like many of us, John/Joan Pilot walks into the M.E.’s office because it’s that time again. He’s/she’s there to have their “stuff” checked, things like, aiming for a little cup, getting the old heart beat and pulse racing, pretending to hear sounds that one seldom hears, mostly because the equipment is usually pretty old anyway and I doubt that will ever change. These lucrative almost franchises, born into medical practices, seldom invest in new and modern doctor stuff; after all, why should they? They usually have other practices, only do FAA work part-time, yet hold your aviation future in their hands. I might mention that most of these docs are the real deal and are very caring human beings who want you to keep your ticket. There are however, those few who only see you as dollar signs and 20 minutes after you leave their office they wouldn’t recognize you in a local snack bar. The nurse on the other hand is always caring, patient, and would recognize you at the snack bar and maybe even at the mall. “Hey you! Yeah you, the guy in the back asking, “where in the heck are you going with this?” Obviously you don’t read my column very often, if ever, and therefore don’t know that I never learned that the shortest distance between two points isn’t as straight a line as one might think. Okay, back to the Doc’s office. So we go through the usual mundane boring pokes and prods, answer some questions with yes’s and no’s, say thank you and get out your checkbook. So you pass the little-cup-exercise, convince them you can see the little lines and dots, tell them your check won’t bounce, and fold your fresh medical into your wallet or purse. Now the big question: What does the M.E. really know about you? Does he or she really know the “whole” you? And now for the pay off! What you see isn’t always what you get. More and more often I meet and greet earthlings that on the surface I want to adopt, only to find, after a short while aren’t, in my opinion of course, playing or flying with a full deck or clipboard. Someone once told me that you don’t really get to know someone until you go on

a vacation with him or her, live with him or her, or live in the house next to theirs. As much as I hate to say it, they might be right. The sweetest, nicest people float through my office or call me on the phone. Then something goes wrong. Maybe it’s the water or some bad fast food and you see a completely different side...not so sweet. Whatever it is, it’s not part of your FAA medical or your state of mind. Okay my fellow Americans, I’m ready for you to let me have it! I am more than happy to share my findings and deep research. By the way, don’t fool yourselves into thinking that listing your other doctors and assorted medical spam is going to reveal the dark side of who you really might be.

Addiction And now a few words about airplane addiction: Does it exist? Yep, and there you have it, my few words.

The Difference The difference between want and need is sometimes a hard decision to make. First of all, it’s a struggle between your mind and your heart. Or, if you prefer, it’s a fight between your emotions and your intellectual level or if you prefer, a fight between your heart and wallet. In my case it’s easy, I have the intellect of a donut and the emotions of a gaggle of high school-age girls. My decisions are based on the time of day, which way the winds are blowing, whether or not the Giants won, and how many parking tickets my youngest son got today. In my case, need is being able to breathe, catch fish, sneak in some ice cream, and exercise. Want is to fulfill all my fantasies, continuing to be the love of my wife’s life, a hero to my children and grandchildren, dress myself, and to do that needed exercise without the help of a caregiver that’s twice my size and really scares me.

A Stinson Full Of Monkeys I can’t tell you why – I mean I could tell you why if I knew why – but my kids grew up using the phrase, “More fun than a Stinson full of monkeys” when describing a fun event or something similar. After a dozen years or more they still use it. To the best of my memory they picked it up from

the 12-year-old wife of a flight surgeon stationed at Beale Air Force Base. Okay, so she really wasn’t 12, she just looked like she was. Come to think of it, I think she has a daughter almost that age now, but as always, there I go digressing again. So when I got a call from a semi-nice lady last week saying she wanted to sell her father’s Stinson, I jumped at the chance to do it. I’ll admit it was for mostly selfish reasons as I just wanted to see, feel, and touch one. Her father’s was a Voyager 150 and I really liked that model. I asked her where it was and she answered, “at my dad’s house.” Right! This I had to see. When she gave me the address, I was a little familiar with the area so I had to go and check this out. Wow! Her dad had to be some out-ofthis-world guy. I would have given a day’s pay to have met him but as I said, he was a really out-of-this-world guy and he had already been laid to rest. Everything had a place and a name on the box identifying what was in it. I started looking around for the airplane and of course I couldn’t find it. So, I said, “Okay, I give up, where are you hiding it?” The semi-nice lady walked me out to the backyard and there sat four custombuilt sheds. My curiosity was now tweaked and I was ready. When he obtained the Stinson, he trailered it to his yard, backed it, wingless, through a gate he had built onto a floor he had built, and preceded to build the rest of the shed around it. This is just the beginning. The wings were in the garage, the engine was mothballed there as well, and every little tiny part was labeled and packed away. Sadly he died before this restoration project was completed and now the big question: “So Larry, what should we do with it and how much is it worth?” For those who want to know my answer it comes down to this; it had what seemed like some major damage history that her dad had fixed very well. The engine seemed okay, but then what do I know about engines? Now you have to add in how many hours a day you can work on it, the cost of a place to do it, now add the fabric work and find a good place to have that done, put a value on your time or someone else’s cost per hour, multiply that times two- to three-thousand man or woman hours . . . well, by now I’m sure you’re getting the idea. The value is in the beholders eye and mind, and the plan for what you are going

Larry Shapiro to do with the finished Stinson is the final element. If it was in annual and had the FAA stamp of approval, I would have been glad to fly it off her driveway and leave some serious money on the kitchen table.

Graduation was Survived Wow, pass the tissues. How do parents survive these ordeals? I remember just five years ago flying my daughter down to SoCal to visit a school to be named at a later date. This was another reason I was glad I was a pilot and didn’t have to make reservations in advance and fly with the commoners. I had my own personal reasons for liking this school. First, “Ross the Intern” from the Jay Leno Show was a graduate from there. Second reason is same as the first one. From a practical vantage point, it was just minutes from Brackett Field, a few blocks from a really nice hotel that also allowed my dogs, and my daughter would have a car there. Perfect! We saw, we saw more, we bought license placeholders, not one, but two of them at $12 each, and they all had the name of the school on them. All of this would had been great if she in fact, actually ended up going to that school, but she didn’t. Of course, we also left a serious deposit now that this major decision had been made. Did I mention the road trip she and my wife took from the other coast to this one visiting a dozen other institutions of higher learning? It would have been cheaper to buy her a new car and have her get a degree online. Okay, let’s now jump ahead a few days and the following announcement is made to me, “Dad, (that’s me), you said I should be excited about everything we just did.” I responded in a very parental voice, “Yes my precious angel that is correct.” And now her very painful response, “I’m not excited! I don’t think it’s the right school for me and I’m sorry we didn’t visit the other school that you liked while we were in SoCal.” My first thoughts were those damn license plate holders, then the deposit check, and boom, the realization that we Continued on Page 38

June 2011

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It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASAcreated 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, deidentified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from “CALLBACK,” for our readers to read, study, occasional laugh at and always, learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.

THE FIXATION FACTOR The ability to maintain the “big picture” while completing individual, discrete tasks is one of the most critical aspects of working in the aviation environment. Preoccupation with one particular task can degrade the ability to detect other important information. This month we look at examples of how fixation adversely affects overall task management.

On the Button, Off the Course Too much attention to an autopilot issue detracted from this General Aviation pilot’s navigation duties and resulted in a frightening lesson. • … I meant to set 2,800 feet as my minimum altitude to insure avoiding the…Class D ceiling (2,600 feet). I mistakenly set 1,800 feet. It wouldn’t have mattered if I were paying proper attention since I didn’t intend to fly that close

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to the Class D airspace. I was head down in the cockpit trying to figure out why a button pushing sequence was not working per the autopilot manual. At some point I realized that I was taking too long over this. When I turned westward I noticed that I was almost over [the] airport at 1,800 feet. [There were] sky divers above and to the north as low as about 2,300 feet and perhaps a half-mile [distant]. This is the most frightening thing that’s ever happened to me in flying. The airspace incursion was the least of it. Had [the direction of] my turn been different, I could have been among the divers with potentially catastrophic results. The cause is obvious – task fixation and a resulting lack of situational awareness that resulted in being where I shouldn’t be and not establishing [radio] contact for any potential warning of the skydiving activity.

•

It’s not so much that [my] priorities need reordering, it’s actually making my behavior match my mental priorities. Not as easy, but a scare like this is a very effective incentive.

Technically Advanced Violation Advanced navigation equipment can provide a wealth of readily available information, but as this Cirrus SR20 pilot learned, sometimes too much information can be a distraction. • I was receiving transition training and [we were]… in cruise with Flight Following services from ATC. We requested permission to transition the Class D airspace at our cruising altitude of 2,500 feet MSL. We then went back to looking at information about our next destination, some 15 miles away, on the MFD (Multi-Function Display) screen. Continued on Page 34

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THE EXPERT: FAST CARS, SLOW BOATS, HIGH FLYER By Herb Foreman n the Spring of 2011, retired San Carlos dentist, Dr. Michael Paull published his book, Tales from the Sky Kitchen Café, profiling a dozen pilots representing the more than 500 that fly from the San Carlos Airport. Mr. Paull portrays one of his subjects as a cantankerous old “Geezer” that knows the answer to everything. He is in his mid 80s and drives a blazingly fast red Ferrari bearing a license plate that indicates his worth, expert. I figured it was time to unmask this “Geezer” with more details

Demonstrating engine run by temperature changes to Butch Pfiefer and his mother Madelain.

Sylvan Heumann stands by the Super Eage with his wife Midge.

The red Ferrari parked in his usual spot. of his amazing life. Sylvan (Syl) Heumann is a native of

California, born in San Francisco. He was a graduate from the prestigious Lowell High School before enrolling at U.C. Berkeley for a degree in Business Administration. His road to graduation was interrupted by World War II, where he served in the U.S. Navy as Supply Officer on a Navy Transport, USS Nueces, named after a county in Texas. After graduation from the University, Syl established a very successful

furniture manufacturing business lasting 37 years to his retirement. His products were of the highest quality and the business prospered to the point that he could become involved in a number of scientific projects that interested him. He also learned to fly and became the owner and operator of several yachts. Among his accomplishments: • This busy man designed and constructed several Astronomical telescopes.

• He constructed his own gas laser. • He became the first non-professional to construct a hologram (three-dimensional image). • He wrote several articles for Scientific American concerning the design of an argon laser and the creation of a hologram. • He has written articles for the publication Sky and Telescope regarding the design and construction of a telescope • In the year 1976, before it became fashionable, he constructed his own computer. • He published an article on prop noise, Continued on Page 39

Glacier Girl, Part 2

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Continued from Page 23 pulled and released. Once done and out of the hole, a bottle of champagne was opened and signed by the remaining team members and dropped down the shaft. The recovery took four months to complete. Arrangements were made to take their cargo back to the states. A Sikorsky S-51, a heavy-duty cargo copter, was employed to carry the center section to a sea port where two weeks later the section was loaded onto a Danish ship that carried it to Denmark, and eventually to

(Courtesy of Eric Frikke) the docks at Savannah, Georgia. From there it was delivered to project funder Roy Shoffner’s hangar in Middlesboro, Kentucky, where the restoration began.

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THE PACIFIC’S DEADLY DUO By Jim Dunn orld War II in the Pacific was a much different campaign than those that were fought in North Africa and Europe. This campaign would be fought over a vast expanse of ocean with only a few remote areas of hellish jungle from which to operate, and all of those requiring a bloody effort to secure in the first place. The weapons used in this campaign would also have to be different especially those that would see action in the air. The Navy was faced with the difficult task of having to develop a series of aircraft that would be required to not only take on the powerful Japanese surface fleet and air armada, but also provide air support to the Marines who would be fighting from island to island. From this effort, some of the greatest aircraft in the Navy’s history were produced. Two prominent aircraft from the Pacific campaign were among the Navy aircraft featured during the Planes Of Fame Air Museum’s salute to the 100th Anniversary of Naval Aviation at their May airshow in Chino. Flown by both the Navy and Marines, one of these aircraft would become the most recognizable naval fighter of all time, while the other would become the most successful torpedo/bomber ever. Known as the “bent-wing bird” for its inverted gull wing, and feared by the Japanese for its firepower and agility, the Vought F4U Corsair first flew on May 29, 1940. Entering operational service in October 1942 withVF-12 of the Navy, it would soon gain much of its fame as the mainstay of Marine Corps fighter squadrons operating in the southwest Pacific. The most famous of all of these squadrons was VMF-214, which flew F4U-1 and -1A Corsairs for two deployments between February 1943 and January 1944. It was the second deployment that began in September under the command of Maj. Gregory “Pappy” Boyington when VMF-214 became known as the “Black Sheep” while operating from Munda and Vella Lavella. Shot down on January 3, 1944 Boyington spent the remainder of the war as a POW. His autobiography “Baa Baa Black Sheep” made the unit legendary and led to the 1976-78 television series of the same name. During the war VMF-214 achieved a total of 126 confirmed aerial victories with 34 probables, while Corsiars flew 44 percent of all of the Navy and Marines operational fighter

Known as “Whistling Death,” the Corsair was feared by Japanese pilots for its agility and lethal firepower from its six .50 Browning machine guns. The Corsair would achieve an 11:1 kill ratio and be credited with 2,140 aerial victories in World War II. It was also a formidable weapon against ground forces dropping 70 percent of all bombs dropped from fighter aircraft during WWII, and it would continue in that role as a ground attack aircraft throughout the Korean War. (Jim Dunn)

With an internal payload of 2,000 lbs of either bombs, depth charges, or torpedos the Avenger was a formidable weapon against land forces as well as surface ships and submarines. Operating from the deck of a smaller and slower escort carrier (CVE) Avenger equipped HunterKiller Groups were credited with the sinking of 53 German and 11 Japanese submarines. In British Royal Navy service Avengers were credited with shooting down two German V-1 buzz bombs, and being the first British crewed aircraft to bomb Japan. (Jim Dunn)

The Planes of Fame Museum at Chino celebrated the Centennial of Naval Aviation by showcasing their TBM Avenger, SBD Dauntless and F4U Corsair. (Sagar Pathak) A TBM Avenger torpedo bomber from the Planes of Fame banks hard to the left. (Sagar Pathak) sorties during the war. Accepted by the Navy on August 31, 1943 the Planes Of Fame’s Vought F4U-1A BuNo 17799 is believed to have served in the Pacific from September 1943 until August 1944 when it was returned to NAS San Diego for repair and overhaul. Stricken by the Navy on August 31, 1945 it was owned post-war by MGM Studios until obtained by the museum in 1969. A veteran of the TV series Baa Baa Black Sheep, it is the oldest Corsair currently flying. For the Navy there was also an urgent need for a new torpedo/bomber to meet the growing threat from the Japanese Navy. Grumman was awarded the contract and their TBF-1 Avenger first flew on August 7, 1941. Less than six months later the first production Avenger was delivered to the Navy’s VT-8 who would take six TBF-1s into combat from Midway Island on June 4, 1942. Without any fighter protection all six were lost

without inflicting damage on the Japanese fleet. This however did not deter the Navy, and by two months after the Battle of Midway all carrier-based torpedo squadrons were equipped with Avengers. Over the remaining course of the war Navy and Marine Avengers would not only extract a heavy toll on the Japanese, but in the Atlantic Avenger Hunter-Killer Groups would be credited with the sinking of 53 German U-boats. Built by the Eastern Aircraft Division of General Motors, the museum’s TBM-3E BuNo. 91264 was accepted by the Navy on July 19, 1945. Too late to see combat, it was stricken by the Navy in January 1950 and obtained by museum founder Edward Maloney in 1959. Still equipped with its original gun turret and bomb bay doors, this Avenger was also flown in 1961when the museum celebrated the 50th Anniversary of Naval Aviation.

The TBF/TBM Avenger series of aircraft for the Navy and Marines were the most successful carrier based torpedo/ bombers of all time. Built by the Eastern Aircraft Division of General Motors the Planes Of Fame TBM-3E is still equipped with its original gun turret and bomb bay doors. In 1961 this aircraft took part in celebrations to mark the 50th Anniversay of Naval Aviation. (Jim Dunn) These aircraft and many more combat, movie, and racing veterans can be seen daily at the Planes Of Fame Air Museum in Chino. A visit is not only an experience, but also an education in aviation and military history. For more information visit planesoffame.org.

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PILOT TRAINING REFORM SYMPOSIUM ACTS FOR TRAINING REFORM By Rich Stowell he recent Pilot Training Reform Symposium chaired by the Society of Aviation and Flight Educators (SAFE) marked the official start to a multi-year process of broad reform that has not been attempted since the Civilian Pilot Training Program more than seventy years ago. During a keynote address on the second day of the event, FAA Administrator Randy Babbitt said he was “delighted to be [there] with the movers and shakers of the flight training community,” and that FAA is eager to have help from industry on its five-year plan to transform general aviation safety–a plan that includes risk management, training and education with an expanded focus on flight instructors, and outreach and engagement with general aviation stakeholders. More than 150 such stakeholders pre-registered for the event. Registrants had collectively logged 820,000 hours of flight time and 390,000 hours of instruction given. They also included 10

National Flight Instructors of the Year and an estimated 60 Master Instructors. Representatives from 46 flight schools, 42 aviation/trade associations, 20 university aviation programs, fourteen courseware providers, eleven OEMs, and five insurance companies registered as well. Significantly, FAA AFS 800 manager Mel Cintron and AFS 600 manager Van Kerns were among other regulatory representatives who attended the symposium from start to finish. SAFE volunteers are preparing a post-symposium report featuring the recommendations generated during six breakout groups. The report will be disseminated to stakeholders for action against a published timeline. Information generated since the symposium is being posted to the training reform website as it becomes available, and a significant portion of the proceedings will soon be available for viewing through the Aero-News Network’s Aero-TV.

SPRINGBOARD

Editors Note: In Flight USA is pleased to run the entire keynote address that Randy Babbitt made at the Pilot Training Reform Symposium chaired by the Society of Aviation and Flight Educators (SAFE).

“Meeting the Training Challenges of the Second Century of Flight” J. Randolph Babbitt, Atlanta, GA May 5, 2011 Keynote Address to SAFE Symposium Good afternoon, and thank you, Doug Stewart. I am delighted to be here today with the movers and shakers of the flight training community. Correction – I should say flight education community – because the very name of this group – Society of Aviation and Flight Educators – makes a point I want to emphasize right off the bat. We tend to use the words “training” and “education” interchangeably, but they’re not. Training is teaching someone how to do something. That’s important, and when it comes to teaching pilots how to aviate in terms of basic stick-and-rudder skills, training is an accurate term. But the trifecta of airmanship requires pilots to aviate, navigate and communicate in the real world, and that’s where education is so important. Education is about teaching a pilot how to aviate no matter what, how to navigate challenges beyond the textbook, how to communicate through crew resource management. That’s what scenario-based training – or maybe I should say scenario-based education – is all about. Education helps develop professionalism. I have often wished I could just mandate professionalism. We can make rules to require certain professional behavior, but professionalism is a lot more than rule-driven behaviors. It’s a mindset. To use flight instructor terms – I can do that, because I was one – professionalism requires application and correlation. It’s an attitude that drives you to do the right thing – every time, all the time, regardless of who’s watching. It’s about being a good aviation citizen. Continued on Page 40

Celebrating Twenty-Seven Years of In Flight USA

FLYING ONE INCH

OFF THE

June 2011

GROUND!

On the cutting edge of aerospace and racing, Chris Huskamp tells why having a world-class parts supplier on your team is critical. By David E. Kent Inside a narrow, high-speed turn affectionately known among racers as “The Kink” during the SCCA Runoffs at Road America, Chris Huskamp had to make a split-second decision – he’d have to hit something so he decided on the wall. These are not the type of days racers like to talk about, however after a rebuild, he was again racing strong, due largely to two teams: the one at the track and the one at Wicks Aircraft & Motorsports in Highland, Illinois.

(Huskamp Motorsports Engineering)

Speed: A Part of It All Chris has two careers. As an Associate Technical Fellow with Boeing Research and Technology near St. Louis, MO, he holds numerous patents and has worked on projects supporting the 787 Dreamliner and F/A-18E/F/G Hornet – and on something closer to the ground but still fast – racecars. Chris introduced a key technology at Boeing that allows the manufacture of prototypical parts

Wicks Aircraft works alongside the Huskamp Motorsports Engineering team to provide working solutions to unique needs. (Wicks Aircraft) directly from CAD models. This marriage of layer manufacturing processes with precisely crafted digital models is known as Rapid Prototyping (RP). In 2003, Chris was introduced to the world of professional motorsports through a joint venture between Boeing and Renault Formula 1 focused on RP. After five successful years of working with Renault’s Formula One racing team in England (including two world championships), Chris arrived back home with a strong desire to race. He joined the Sports Car Club of America (SCCA) and purchased his own car. Bob Washington, a good friend and Boeing liaison, who not only performs hard-core repairs on Harriers, F-15s and F/A-18s, but builds his own experimental aircraft, mentioned that Chris ought to stop by Wicks for his car parts. After a visit with the Wicks team, Chris was convinced that the combination of parts availability and knowledge was a winner. He’d already seen similarities between aviation and motorsports, and knew that the same high-quality aircraft parts were the ticket for free speed in racing, too. There are needs in both industries for lightweight, impact-resistant materials able to operate optimally and reliably under extreme stresses in unforgiving environments. And even though Chris

isn’t involved in aviation outside of Boeing, his car “flies one inch off the ground” at speeds in excess of 130 mph. Chris explains, “We’re traveling around the track at speeds similar to those of most propeller driven General Aviation aircraft. The main difference is in which way the lift works – but the electrical connectors, the mil spec switches, and fasteners are all transferable technology – everything has to work perfectly in harsh environments while being subjected to nasty vibrations. It’s something you see in aviation all the time.” His “other” career is Huskamp Motorsports Engineering. The focus is racing and designing parts for racing cars, with emphasis on weight-shedding. “Obviously my experience with that concept in aerospace ties right in,” Chris asserts. “I know Wicks is my single stop for our designs. They maintain stock of specialty aluminum, chromoly tubing, CherryMax flush rivets, flush washers for smooth aero surfaces, Cleco fasteners to hold the body in place for riveting, plus Camloc and other AN/MS fasteners for structural joints. You name it, they seem to carry it.”

Lightweight and Strong “As a simple example, most people have more excess weight in fasteners on their cars than they’d ever imagine; rightsized bolts and AN “Kay” (Jet) nuts from Wicks solves that. And we use significant amounts of carbon fiber and Kevlar in the body. I can buy the cloth, the epoxy system, and vacuum bagging materials from Wicks. We buy the specialized tools there for jobs that use these different materials – we’re using parts and techniques that the aviation guys have been using for years. There’s very little that we can’t make use of in racing, so the parts list is long.” “Wicks works alongside the Huskamp Motorsports Engineering team to provide working solutions to unique needs. “The classes our products race in don’t necessarily have stock methods for doing things, so you have to be innovative in finding ways to be better, faster, and stronger. Wicks always has the best solutions.

Very Few Differences Between Aerospace and Motorsports Continued on Page 41

June 2011

www.inflightusa.com

Aviation Ancestry Continued from Page 24 at this point. In order to ensure that there would be adequate supplies of F-84Fs, the Air Force contracted with General Motors to build additional F-84s in an old Kansas City B-25 plant, while the company’s Buick Motors division was retained to build J65 engines. Republic was less than thrilled about being told who to use as alternate suppliers of its aircraft – especially since the company would not receive license fees from sources that were chosen by the Government. If the whole F-84F program hadn’t been plagued with problems from the start, Republic would have had the last laugh – the F-84Fs that were built by General Motors were thought to be inferior to the ones that were produced by Republic. Despite the “superior” quality of the Republic-built F-84Fs, the program was adding to the company’s already precarious financial situation. In the first place, the company was making F-84Fs at the same time that it was producing the straight-wing F-84G. One could argue that this was poor planning on the part of Republic, but the company originally expected the F-84F to have fifty-five percent parts and tooling commonality with the F-84E. Unfortunately, enlarging the fuselage to accommodate the J65 engine reduced this figure to fifteen percent, and after more improvements were made there was no commonality between the two models. Things got even worse. At the time, there were only three aircraft-aluminum presses in the entire country. One of these belonged to North American Aviation, and the other two were tied up with the Boeing B-47 program. Republic was not given access to these aluminum presses until April, 1952. This delayed the delivery of the first production F-84F until November. Incidentally, the nose engine air-intake was retained in the production aircraft, while the photo-reconnaissance variant – the RF-84F Thunderflash – retained the wing-root engine air-intakes. This freed up the nose for the installation of camera equipment, and it should be noted that the RF-84F was plagued by the same problems as the F-84F. Ultimately, the company was able to produce three F-84Fs per day, but the usual delays with engine deliveries meant that new F-84s had to be stored outside until their engines arrived. By May, 1954, deliveries of J65 engines was so far behind schedule that four hundred, fifty F-84Fs were sitting out on the Republic

ramp without engines! Eventually, of course, the engines arrived, but these early versions of the J65 didn’t produce enough power to enable the F-84F to perform as it should. These aircraft were given to the Air National Guard, and a few were supplied to West Germany. Later F-84Fs were equipped with more powerful versions of the J65 engine, which finally enabled the aircraft to reach the potential that was envisioned for it. Well, not really. It seemed that neither the elevator, nor the horizontal stabilizer had enough surface area to provide enough stability or control authority. Republic “solved” this problem by rigging a sort of flying tail by converting the elevator and stabilizer into one moveable unit. The Air Force didn’t like this juryrigged arrangement and insisted that aircraft so-modified be put back into their original configuration. Nevertheless, later production F-84Fs were equipped with flying tails. Happily, the airframe problems appeared to have been sorted out by 1953. It was during the following year that the engine fires started. Naturally, the entire fleet was grounded, and deliveries of new F-84Fs were not accepted by the Air Force until all existing F-84Fs were inspected and the necessary repairs were made. General Motors stopped making the J65 engine in 1955. Shortly thereafter, it was discovered that the J65 engine had an annoying tendency to flame-out when the aircraft was flown through heavy precipitation. Accordingly, flying through heavy precipitation and icing conditions was subject to strict limitations. Production of the F-84F ended in 1957, with the majority of the aircraft being transferred to the Air National Guard. The Air National Guard retired its F-84Fs in 1971. Much has been written about some of the experimental projects involving the F-84 – most notably the “FighterConveyor” (FICON) idea, which involved the launching and recovery of fighters via a trapeze apparatus mounted beneath B-36 bombers, as well as Project TIP-TOW, which was just that – the towing of escort fighters that were attached to the wing-tips of long-range bombers. Another interesting F-84-derived project was the XF-84H. Two of these aircraft were built, and they were basically F-84Fs that were fitted with large Allison turbo-prop engines (producing over 5300 shaft horsepower, plus 1296 pounds of jet thrust). A “T” tail and a Continued on Page 34

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Celebrating Twenty-Seven Years of In Flight USA

Aviation Ancestry

Continued from Page 33 small retractable fin on the top of the fuselage were fitted in order to counteract the propeller torque. The propeller itself was mounted in the nose of the aircraft; its spinner was flush with the fuselage contour, and the engine was mounted behind the cockpit. Because its propeller blade tips hit supersonic speeds, the XF84H was extremely noisy. In fact several ground crewmen were reputed to have become completely deaf as a result of the

noise generated by this aircraft during ground run-ups. To say that the XF-84H was prone to mechanical problems would be an understatement. Of the twelve flights that were made with the two XF-84Hs, eleven of them resulted in emergency landings. However, it seems that the main reason for cancelling the program was the loss of hearing that was sustained by ground personnel who were involved with the project.

June 2011

After all of these years, it is easy to wonder what the Air Force was thinking when it signed on to the XF-84H program. The truth is that the aircraft was meant to test the idea of the “supersonic” propeller. In other words, it was a flying test bed for the testing of these propellers. Let’s not forget that this idea didn’t die with the XF-84H. Certainly, some readers will recall the “un-ducted fan” experiments that were conducted with jet airliners, during the 1980s.

Attention Aviators!

Safe Landings

HME

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1-888-464-6660

Continued from Page 27

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Although it was given somewhat disdainful nick-names (such as “hole sucking air”), and there were jokes about the aircraft’s long take off run (one being that the F-84 was equipped with a “dirtsniffer,” which, when it detected the dirt at the end of the runway, finally allowed the pilot to take-off), many of the F-84’s problems were similar to those of other jets produced during the same era. The jet-age was just beginning.

Since we were on the airport detail page, we were not monitoring our position on the map page. Switching back to the map page we realized that we were…in the airspace around [the airport]. Shortly, ATC responded to our request with a denial of clearance into the Class D airspace. I can now add my name to the list of those who advise against getting fixated on the capabilities and “interesting things to look at” on TAA (Technically Advanced Aircraft) displays... While they are a fantastic benefit for situational awareness, the information they provide must still be monitored wisely by the pilot…. The U.S. Coast Guard’s Team Coordination Training Guide defines Situational Awareness as “the ability to identify, process, and comprehend critical elements of information about what is happening.... Simply put, it is knowing what is going on around you....” In addition to fixation, there are a number of other human factors that can adversely affect our ability to know and efficiently process “what is going on around” us. In upcoming issues, reporters to ASRS will share their insights on such factors as complacency, overload, confusion, fatigue and distraction.

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June 2011

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CHAPTER-BUILT WRIGHT FLYER MODEL B ARRIVES AT EAA MUSEUM EAA 610 Donates Flying Copy of an Early Wright Design At EAA headquarters, a flying copy of the a 1911 Wright Flyer Model B arrived in May, 2011, donated by EAA Chapter 610, New Carlisle, Ohio, which built the aircraft over a four-year span, beginning in 2001. The aircraft stays true to the original save for some safety improvements in the flight controls, an engine from a Model A Ford, and a larger radiator, which only added 80 pounds to the original design. The aircraft will be on display during AirVenture at Pioneer Airport. Copies of two other historic Wright designs will also be at the event a 1910 Wright Model R Vin Fiz and, celebrating 100 years of soaring flight, a 1911 Wright Glider. These will be displayed in the Federal Pavilion. The Model B was the first Wrightdesigned aircraft with wheels and the first to be licensed for production. A total of 19 chapter members participated in the construction, with many constructing parts in their own homes. Making the trip from Ohio to deliver the plane to Pioneer Airport was Dick Alkire, Randy Barney, Jim Hocker, and Don Stroud. Dick worked on the engine and skids, Jim built the seats, and Don flew the plane on the two flights it has made so far. The airplane first flew in October 2005 with several short hops up and down the runway at New Carlisle Airport in Ohio. “It went very well. It handled beautifully, much better than I expected. It was a thrill to get it off the ground,” Stroud said. “It was a much anticipated flight; I had to be talked into doing it,” he said with a laugh. A year later they would fly the aircraft again at a nearby airport in an attempt to get it to a higher altitude and make some turns. During that flight, Stroud was able to climb up and make three circuits around the field during the six-minute flight. The project had its beginnings when Alkire and two others were asked by the Franklin Institute in Philadelphia to restore the only remaining original Wright B Flyer. The aircraft was brought to New Carlisle and the chapter got permission to copy the parts while they were completing the restoration. Because it is a flying replica, the aircraft has the N number 1911L and its airworthiness, according to Jim Hocker, was the source of some competition between Cincinnati and Dayton FSDOs for the final inspection. “We called the normal office in Cincinnati that we use for homebuilts and the Dayton office got wind of it and said, ‘No you guys aren’t doing it, we are,’”

1963 PIPER COMANCHE PA-24-250

4966 TT, 1671 SMOH, 63 SOH, KX170B 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........................................$34,500

Members of EAA Chapter 610 and EAA AirVenture Museum staff prepare to start up the engine on the Wright Flyer Model B that was donated to EAA by the chapter. (Jim Koepnick)

Hocker said. “So they came out and EAA’s Wright Flyer Model B N1911L in the Vette Hangar at Pioneer Airport where it will be displayed along with the Bleriot and other early age of flight aircraft. (Jim Koepnick) grinned at it.” Alkire added that Dayton termed the inspection a training exercise and brought out six inspectors to look over the aircraft. When it came time to find a permanent home for the aircraft EAA 610 had originally approached the Green County, Ohio, Historical Society since that is where Huffman Prairie is located – an area where future aviation pioneers like Hap Arnold and Eddie Stinson learned to fly through the Wright Flying School. The GCHS did not have room for the aircraft and the natural kinship with EAA made the donation to the museum a logical choice. EAA AirVenture Museum Director Alan Westby is excited to receive 1911L as it will join other early aircraft replicas on display. “It will eventually be housed in the Vette Hangar, which will be really nice since the Bleriot is housed in there as well,” Westby said. “We’re really hoping that when you walk through that front door you see the earliest flyers that there were and will be a really impressive entrance to Pioneer Airport.” The members of EAA 610 are excited to share their project with EAA members and those who attend AirVenture and visit year-round. “We’re excited to have it here at Oshkosh” Alkire said. “You can see it’s been flown. It’s got some bugs on it, some oil on it, some stains - it’s been around.” For more information and video visit www.eaa.org.

1975 CESSNA 340

3490 TT, 850/850 Hrs. Since Factory Reman (RAM STC), KMA-20 Audio Panel, Dual Collins 251 Com & 351 NAV, KLN-89B GPS, KR-85 ADF, KT76A Transponder, Slaved HSI, 400A IFCS, CFS-2001 SDI Hoskins Fuel Flow, Full Co-Pilot Inst. Panel, Micro Dynamics VG’s and much more. Fresh Annual, NDH, Complete & Original Logs................................................................$99,500 OBO

1946 COMMONWEALTH “SKYRANGER 185”

1966 V35 BEECH BONANZA

2230 hrs.TT; 308 SMOH, Apollo SL40 Com, Electric System, Night flight options, Wheel Pants and Recent Fabric. A True Trophy Winner ! 9+ In and Out ............................................$25,500 OBO

6998 TT, 955 SFRM, KMA24, KX155, KNS80, KR87ADF w/Timer, Apollo GX55 GPS, Dual Glideslopes & NDH . ..........................$64,800

New 2009 ZODIAC CH 650 XL SLSA

1965 PIPER COMANCHE 400

46 TT, Garmin 396, GMA-340 w/MB, SL-40, DigiFlight II, EFIS D-l0 w/batt backup & more! 6Zu1-4 mods CW 1/10. ..............................................$107,500

4515 TT, 1618 SMOH, 157 STOH, KMA24, KT76A, KX165, KCS55A, MK12D, IDME-891, GX55 w/MFD, S-TEC Auto Pilot & NDH ....................$119,500

2010 STOHL CH 750 LS 46 TT, Garmin SL40, GTX327 w/Mode C, Garmin 496 GPS, D180, extra large tiresw/dual hydraulic brakes & more! ................$107,500

1965 PIPER COMANCHE 260 4318 TT, 1449 SMOH, (Fuel Injected TSIO-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 1-2012 ..............$59,500

STERLING AIR, LTD. takes pride in offering members of the general aviation community the following selection of professionally tailored services: • Aircraft Sales • NAAA Certified Appraisals – FDIC and RTC Approved • Computerized “MLS” • Aviation Consulting – Cost Effective Analysis FREE – NAAA Certified Aircraft Appraisal and National “MLS” Listing, in return for your consigned aircraft!

Call 800-770-5908 • 775-885-6800 www.sterling-air.com 2640 College Parkway • Carson City, Nevada 89706 Bill Drake • Jim Jenkins • Steve Lewis

Celebrating Twenty-Seven Years of In Flight USA

OODIES AND ADGETS

June 2011 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.

Two Place Portable Pulse-Demand, FADOC Oxygen System for Cessna, Mooney, Piper, Cirrus and Bonanza Pilots

Name You’ve The The Company You’ve Relied on for on overfor 25 22 Years Relied Years Now has a New Name Magnafluxing && Magnafluxing Zyglo Inspections Inspections Zyglo Engine Preps Engine Preps&& Machining Engine Engine Parts Machining Parts Complete Completeengine engine overhauls overhauls on on all all Continental Continental && Lycoming Lycoming Engines Engines CONTINENTAL

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ECI ECI Titans Titans in in stock! stock!

Superior Superior Air Air Parts Parts Dealer Dealer

Fly In & Drop It Off! Located Corona Airport, California Located atatCorona Airport, California 1965 Aviation Drive • Hangar A • Corona,CA 92880 with a new 7,000 Square Foot Facility Certified FAA #09VR726Y 1631 JenksRepair DriveStation • Corona, CA • 92880

(951) 736-6452 FAX (951) 736-6801 WWW.CORONAENGINES.COM WWW.CORONACYLINDER.COM email: coronaengine@aol.com email: ben@coronaengines.com

Mountain High’s new portable technology is the two-person portable “MH EDS O2D2 Pulse Demand FADOC (Full Authority Digital Oxygen Control) Oxygen Delivery System” designed for Cessna, Mooney, Piper, Cirrus and Bonanza. 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 (4) times or more 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. 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. The complete (including aluminum cylinder) portable two-place MH EDS O2D2 Pulse Demand FADOC Oxygen Delivery System starts at $1100. To order, contact Mountain High Equipment & Supply toll free at 800/468-8185 or E-mail sales@MHoxygen.com. See Mountain High at EAA Oshkosh, Building C Booth # 3073.

Wicks Introduces Colorful Pitot Tube Covers and Nacelle Streamers Check out this new line of colorful, durable covers for pitot tubes and nacelle plug streamers that will fit most single and twin engine aircraft models. Made of heavy canvas and florescent plastic that is light-reflective, each Hi Viz product features a prominent “Remove Before Flight” label that can easily be seen day or night. They can be applied or removed in seconds and are easily stored in the aircraft while flying. Essential for outdoor tiedowns, the covers and streamers are beneficial to many owners storing their aircraft in hangar ports or porous hangars. The angle pitot tube, blade tube and universal tube Hi Viz covers, along with the streamers, sell for $10 each. To order, visit www.WicksAircraft.com or call 800/221-9425

Wicks Aircraft has added pitot covers and “Remove Before Flight” streamers to their growing list of pilot supplies.

June 2011

www.inflightusa.com

Steve e Weaverr Aircraftt Saless

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

Phone: 843.475.6868 Fax: 803.753.9761

Website:: www.steveweaver.com m • e-mail:: airplanes@steveweaver.com THE CROWN ROYAL SPECIAL N4433M. This PA-12 is a Cubs Unlimited masterpiece with over 30 major modifications. A few of them are the new Dakota Airframes replacement fuselage, a factory new O-360-A2A engine, Atlee Dodge 30.5 gal tanks with left, right, both selector, Cub doors on both sides, 96” flaps, lower and upper baggage, welded float fittings, 26” tires.The airplane has less than 40 hours since it was built. Words cannot do justice to this airplane, it must be seen. Actual Photo $125,000

1971 CESSNA 150

1976 CESSNA 177RG N34869. 5160 total time, 10 SMOH, 10 SPOH, March annual and IFR. Good paint and interior, complete logs. Hangared. $65,500

Actual Photo

N6790G. 3780 total time, 80 SMOH. Excellent cosmetics, all logs with no damage history, Garmin 155XL. Hangared. $28,500

Actual Photo

D! HE AS L S ICE PR

1978 CESSNA 340 N505TS. 3461 TT, 470 SMOH, Kice, 530, JB air, 202 gallons. Fresh annual and ndh.

Actual Photo

$189,500

1971 AZTEC

1972 CESSNA 310Q N310SV. One of a kind! 2200 TT, 780/780 SMOH, 625/625 SPOH, custom Garmin package, 530/430 TAWS, Multifunction. $99,500

Actual Photo

N13980. 8810 TT, 10/110 SMOH, 105/105 SPOH, NDH, all logs.

Actual Photo

$59,500

1976 BEECH C23 SUNDOWNER

1965 MOONEY M20E

1966 COMANCHE 260B

N1947L. 4213 TT, 1567 SMOH, Garmin 155XL IFR, Century II, excellent cosmetics, hangared, no damage, all logs, August annual.

N65ED. 4600 TT, 1500 SMOH, 0 SPOH, many, many mods, beautiful paint, all logs, hangared, no damage. Fresh annual with sale.

N9166P. Exceptional! Too much to list here, but go to our web site. 4750 TT. 50 SMOH by Mattituck, 90 SNEW 3-blade, 430W, tip tanks, gorgeous cosmetics. Don’t miss this one. Actual Photo $99,500

Actual Photo

$29,500

2007 MAULE MX-7-180B 130 TT, IFR-4W Avionics package, many extras and options. A great deal!

Actual Photo

$159,500

Actual Photo

$39,500

1975 CHEROKEE 140 CRUISER N1462X. 4050 TT, 375 SMOH, vent fan system, nice interior, all logs, no damage.

Actual Photo

$32,500

“Are you looking to move up in aircraft ownership? Your perfect aircraft may be privately owned and cannot be traded for. Let me turn your present aircraft into cash and more than double the number of airplanes available to you.” Steve Weaver Let 43 years of experience go to work for you.

Celebrating Twenty-Seven Years of In Flight USA

! W E CE ED I

N R C P U D E

FOR SALE: Bonny Doon Airfield...

...In the Santa Cruz Mt. Wine Country

What’s Up Continued from Page 26 were back to square one. Actually they gave us back our deposit, but we had to keep the license plate holders.

Plan “B” A

D B

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Airfield 23+ Acres Home on 1 Acre with access to runway 3 Acre lot with access to runway 3.5 Acre lot with access to runway

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June 2011

So, my future graduate persuades me that we should visit the school that was my first choice two years earlier. Now there were only two small problems; first her mother was away on a trip with my mother, you know, the 90-year-old one I still have and that meant just the two of them were going on this adventure. Second, from the Bay Area I consider SoCal as a local trip and I can see almost that far so off we went VFR to Fullerton. (30 minutes from Aleso Viejo, our final destination and Home of SOKA University). Just past the 200-mile marker, I noticed one of three very interesting things that are taking place as I sit in my Dakota. First, I can’t remember ever having a 235knot ground speed that was lasting a considerably long time. Next I notice that there is very little chatter on the air. Humm, I wonder if SoCal is closed today for some holiday we don’t have up north? Finally, some major turbulence was making itself known and I now had two hands on the yoke instead of my usual knee. The kicker was when Fullerton Tower cleared us number one for landing and we were more than 20 miles out. Now that really surprised me. The ground personnel were so excited to see us and couldn’t wait to ask if we used a tail hook to land. I’m not going to dwell on this, it will just sound like I’m bragging. They did say I was their first customer of the day and it was in the afternoon. In checking I was informed that the winds were 65 knots in all the wrong directions. Oh! One more thing and I guess it’s most important. We visited the school, she loved it, I loved it, she was now excited, and by the time you have read this she will be a graduate with her first job, first apartment, and first car. Not bad for a kid that just wanted to read books and get A’s. Okay, where are the tissues?

the topics of their hangar flying conversations. I remember when we talked about new avionics, side sticks, who ran off the runway, and other really hot stuff. Now we’re talking about what meds we are taking, what is starting to hurt, and have you have had your C and P exams? (I have to use initials because my editor won’t let me say colonoscopy or Prostate.) Here’s the latest poop from the poop deck: I think we are getting older. We might be wiser but some of our parts are now really out of warranty and getting replacements is really hard. The best part is that we are laughing at each other. It’s getting harder for us to climb in and out of our airplanes, especially if they are low wings without steps and, well, you get the idea. Now the little stepladders we used to check fuel are being used to get up and down off the airplane. I’m ready to say that today’s 70 is not the new 40; it’s just plain 70. As to you octogenarians, stay away from my office, I’m developing a dislike for you guys over 80 and still yelling “Clear!” I’m now yelling, “Help!” The last meeting of “Old Farts” was a discussion of blood clots, liver problems, and can you give me a kidney? The only thing missing was a nurse and a bedpan.

In Conclusion Finally, the world is a cleaner and better place to live because we finally caught and trashed OBL. I don’t want to waste space talking about him, I’ll just settle for breathing a little easier now that the trash has been hauled out to sea and they threw the garbage overboard. I wish all the June brides many years of love and happiness, great success to all the grads, and my heartfelt thanks to all the dad’s this month and as always to all of our troops. I also send a special salute to 2nd Lt. Justin Eshleman, recently sworn into the USAF by his father Lt. Col. Brock Eshelman, (Ret.). I know Justin will do his country proud and what a great Father’s Day gift for his dad. That’s Thirty! “Over”

On Final! I’ve just started noticing that many of my personal aviator friends are changing

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

www.inflightusa.com

June 2011

www.inflightusa.com

Soaring With Sagar

The massive External Fuel tank contains the liquid oxygen and liquid hydrogen fuel to propel the Orbiter into space. Seen at the top is "the beanie cap" that vents the oxygen vapor away from the Space Shuttle vehicle. (Sagar Pathak)

Continued from Page 18 The first week that I was there, I was like a fish out of water. It seemed like controlled chaos. I knew where to pick up my press credentials, and then was able to find the Press Center on my own. But after that, it was a whirr of papers and people. Luckily I had a friend to help me navigate through the uncharted waters. Ben Wang, an accomplished photographer and blogger (benairblog.blogspot.com) from the Bay Area had arrived a few days prior and was able to show me the ropes. He guided me through the maze of contractors and everyone who had a part on the space shuttle or space station or was a part of the payload going up. My stack of brochures was getting taller and taller. But it was information that just barely told the story of the complexity of launching these six men into the darkness of space. The first major shoot was the RSS rollback. This was set for 7:30 p.m., 24 hours before the scheduled launch. Since we would be less then a quarter mile away from the space shuttle on the launch pad, security was in full effect. Bomb

The Expert Continued from Page 28 and another on adjusting the compass from one’s aircraft when parked over the taxiway compass. • He constructed an engine run on temperature difference (hot/cold).

A Big Change! Syl became interested in Aviation. In 1968, he began taking flying lessons at the San Carlos Airport and over the next few years became the owner of three different aircraft: a 1968 Mooney Ranger, a 1978 V-Bonanza and a pristine 1986 F-33 Bonanza. He soon became Instrument Rated and presently has over 2,000 hours in his logbook. He became an important and influential member of the Pilots Association that boasted of more than 500 members. A number of health issues began to pile up in Syl’s early 80s and he lost his Medical, but not his will to attempt new projects. He became interested in boating and purchased a 44-foot yacht to cruise on San Francisco Bay and the glorious waters in British Columbia. He became an excellent navigator and took many of his pilot friends for cruises in the Bay area. Syl’s scientific efforts still prevail as well. He spends a lot of time with a new lathe and computer-controlled milling

The 1978 V35B Bonanza

The 1986 F33A Bonanza machine constructing model engines powered by steam and electricity. Syl is still very much a vicarious flyer and can out lie most of the pilots that gather each day at the San Carlos Airport’s Sky Kitchen. The license plate on the “Red Ferrari” tells it all! EXPERT.

sniffing dogs checked the equipment of the 100 photographers who would be transported to the site via official NASA buses. We arrived a couple hours before to get screened, but alas, so did the volatile Florida weather. Quickly a Phase Two lightning strike warning was issued and we were told to clear any open space and get indoors immediately. Initial estimates were that the lightning storm would pass within the hour. But that stretched to six hours. And so we sat in the bus watching the lightning strike all around us, illuminating the dark skies. But after midnight, the remaining few were taken out to see Endeavor unveiled. And what a striking sight it was. A beau-

tiful white shuttle against a dark black sky bathed in xenon lights. And after just 30 minutes, we were taken back on the bus and sent off to our respective hotels. The next day would start less then six hours after we left. A short sleep, quick shower, and a stop at the 24-hour donut shop and I was back on my way to Kennedy for the 6 a.m. line up and search for the 11 a.m. astronaut walk out. We all jockeyed for position. This would be the final time any of the astronauts would see people not directly associated with the launch. They walked out and were greeted like rock stars. Cheers, clapping, and a barrage of flashes from the international Continued on Page 41

Celebrating Twenty-Seven Years of In Flight USA

June 2011

J. Randolph Babbitt, Keynote Address Continued from Page 31 If that term is familiar, well, it’s because we heard it from one of SAFE’s members, and we liked it so much that we included it in the Aviation Instructor’s Handbook. An aviation educator develops an aviation citizen – a professional – not just by training to proficiency in airplane control and aircraft systems but also by educating that pilot to: Make safety the number one priority. Use good judgment in making decisions. Recognize and manage risk. And to be accountable. Those ideas are also in the Flight Instructor’s Model Code of Conduct, which was just released by a group of industry folks who are passionate about professionalism. I am a real believer in the value that a code of conduct can have as a tool to promote safety, good judgment, ethical behavior, and personal responsibility. Another part of developing professionalism is mentoring – a concept I have been on both sides of throughout my aviation career. Mentoring is a transfer of experience. I learned a lot from the pilots who mentored me in my career as a pilot, and I in turn mentored my students when I was an instructor and my first officers when I was an airline pilot. SAFE’s members – who include at

least a decade’s worth of flight instructors of the year – are highly accomplished people with a lot of valuable experience to transfer. So let me congratulate you on starting the SAFE Aviation Educator Mentoring Program. I especially like the program statement that “Even experienced educators may occasionally want or need insights when teaching in new aircraft, or with new technologies and techniques.” None of us should ever stop learning. These initiatives show how all of you, who are on the front lines – or maybe I should say the flight lines – in the flight education community are making a difference – not just today, not just tomorrow, but for the entire future of aviation. You do more than talk about professionalism – you lead the way by example. That’s what gives life and meaning to the idea of safety culture, and it will make professionalism as natural as breathing for the next generation of aviators. So I’m very eager to have your help in developing the FAA’s five-year strategy for transforming general aviation safety. That strategy has four elements. The first is risk management. Improving how pilots do risk management is one of the most effective ways to reduce fatal accidents. One new risk management tool is the advisory circular on Airmen Transition to Experimental or Unfamiliar Airplanes. It’s worth reading

and even more importantly worth using. The second area is training and education, with an expanded focus on flight instructors. We are working with you in a couple of key areas. One is updates to the advisory circular on Flight Instructor Refresher Courses. Another is testing. We recognize that the way the FAA does testing influences the way the industry does education and training, so we have to get that piece right. We appreciate your offer to form a steering committee of industry leaders to help us with that process. Part three of the GA transformation strategy is safety promotion through the FAA Safety team. Partnership with industry is a key part of the FAASTeam’s approach, and we are looking at some innovative ways to enhance it. Stay tuned. Last, but not least, is outreach and engagement with organizations like SAFE, NAFI, AOPA, and EAA, plus type clubs, manufacturers, insurance providers, academia, and anyone else who has a role to play in GA safety and professionalism. We don’t have all the answers. We need your help to reduce GA accidents. Another area where we need your help is in supporting NextGen. I know there is a perception that NextGen benefits only big operators. The reality is that everyone in aviation stands to gain from the NextGen. First and foremost, NextGen makes

safety sense – it is already giving pilots a greater situational awareness in the cockpit and that is critical for all of us. NextGen bundles dozens of improvements in airports, avionics and air traffic control. The entire NextGen effort will create a much more efficient, responsive, “green” airspace system that serves the public and supports our national economy. It will take time to develop the full system, but I need your help now. GA has long been on the cutting edge of technology. Many of you were flying and instructing in aircraft with integrated “glass cockpit” avionics as soon as they came out of the factory, and I know this audience includes some of the people who literally wrote the book on using it. Because of where you fly and how you fly, you have been among the first to take advantage of the WAAS-enabled GPS approaches we are establishing all over the country – including at hundreds of smaller airports where we could never justify the cost of installing and maintaining an ILS. So I am asking you to continue that tradition by helping us expand and validate the benefits of NextGen. You and the pilots you educate can do that by taking advantage of what is already available – not just the WAAS-enabled approach procedures, but also ADS-B. There are several major benefits. First, ADS-B offers better surveillance in fringe areas of radar coverage. Second, ADS-B does not have the siting limitations of radar. Third, its accuracy is consistent throughout the range. And here’s a big one: aircraft equipped with ADS-B can get real-time traffic and flight information without a subscription fee. Those services exist in many areas now, and will be available almost everywhere we have radar services today by 2013. I know that ADS-B equipage is an investment, and times are tough. But this technology has already helped GA in Alaska and the Gulf of Mexico. We hope pilots everywhere will take advantage of it. So I ask that you use your influence as educators to help pilots understand the benefits, and learn to use the technology for enhanced safety. Because that’s what it’s all about – educating pilots to be safe pilots and good aviation citizens. Thank you for inviting me and, above all, thank you for all you are doing for professionalism in pilot education and training.

June 2011

www.inflightusa.com

Soaring With Sagar Continued from Page 39 media. They stopped for less then a minute in front of their 1949 AstroVan for a quick wave and then their fully armed escort, including a helicopter escort, was on its 20-minute drive to Launch Pad 39B. It would be less then 10 minutes later that they would get the news that the mission had been scrubbed. Within five hours, the crew was on board their aircraft and flying back to Houston. We did the same not knowing when the next launch date would be scheduled. Fast forward two weeks and numerous potential launch dates, and it was time to fly back to Kennedy. You know you've been here before when you don't need a map to navigate to the routine spots. But with that familiarity came the confidence to get the shots I wanted. Unfortunately with two weeks passing, the narrow launch window to send the Orbiter to the International Space Station (which moves 30 minutes earlier each day) went from a beautifully lit afternoon shot to a harsh, back-lit morning shot. And subsequently a very early morning for the astronaut walk out. The same was true for the RSS roll out, which was at night during the first launch attempt, but now would be basking in the warm

Florida sun. The media crowd had thinned out some, but was still a formidable force. We lined up for the usual bomb sniff dog search of our gear and then boarded the bus to the base of the launch pad. With the sun shining and amazing clouds in the background, the shots were fast and furious! Wide angles showing the people, tight shots of the detail of the Orbiter, and artistic shots of the special Tennessee river rock (used for its low friction properties to reduce the possibility of sparks as the Crawler moves from the VAB to the Launch Complex). And before we knew it, it was time to board the buses back to the media complex. It was then announced that if we wanted to take shots of the astronaut walk out, we had to be ready for the bomb dogs at 3:45 a.m. for the 5:11 a.m. walk out. This meant waking up at 2:15 a.m. and driving out to the Cape. A challenge I was ready to accept. As I made that early morning drive, body still on California time, my subconscious was pondering the possibilities of another delay. Would it happen again and would I fly out for a third time? A quick check indicated it was a 70 percent chance of a go! But as the past three

weeks had taught me, this was all a lesson of control...or mainly that I was not in control of anything, and much like the astronauts aboard the Orbiter Endeavor, I was just along for the ride. Flash bulbs went off like fireworks on the Fourth of July as the crew walked out. Hundreds of media and NASA workers showed up in the early dawn to wish these six brave gentlemen a fond farewell as the majority of Florida and

the United States slept. They boarded their classic silver â&#x20AC;&#x153;Astrovanâ&#x20AC;? to make the 20-minute trek to their e-ticket ride. And in the footsteps of these Astronauts, we similarly boarded our bus back to the media center â&#x20AC;&#x201C; albeit a much shorter and less nerve wracking ride then theirs â&#x20AC;&#x201C; with a couple of hours to kill before the targeted liftoff time of 8:56 a.m. EDT rolls around. As time went on, an ominous Continued on Page 65

TEXTRON ANNOUNCES JACK PELTON RETIRES FROM CESSNA Textron Inc. has announced that Jack J. Pelton, chairman, president and CEO of its Cessna Aircraft unit, has retired from the company, and that a search for his successor is underway. Textron Chairman and CEO Scott C. Donnelly will run the business until a successor is named. Pelton joined Cessna in November 2000 as senior vice president, product engineering and oversaw Cessna's engineering and product development activities, including new aircraft development, design, experimental and production test

flight, certifications and product improvements for all Cessna models. He was named president and chief executive officer in 2003 and chairman in 2005. Commenting on Pelton's departure, Textron Chairman and CEO Scott C. Donnelly said, â&#x20AC;&#x153;Under Jack's leadership, Cessna achieved many significant program and product milestones and strengthened its position as a thought leader in the aviation industry. We appreciate Jack's efforts and wish him the best in his future endeavors.â&#x20AC;?

Flying One Inch Off the Ground Continued from Page 32 â&#x20AC;&#x153;You look at small aircraft, our cars, and the planes we work on at Boeing â&#x20AC;&#x201C; the F-15, F/A-18 or any military aircraft â&#x20AC;&#x201C; theyâ&#x20AC;&#x2122;re all the same. Itâ&#x20AC;&#x2122;s just the degree you stop at. There are only three differences with racing: One, obviously youâ&#x20AC;&#x2122;re bound to the ground. â&#x20AC;&#x153;Two, you donâ&#x20AC;&#x2122;t have the -65Â°F operational requirement that aviation has at 30,000 feet. Three,

races usually last less than two hours and you can pull over if something breaks.â&#x20AC;? After Chris hit that wall at Road America, they rebuilt â&#x20AC;&#x201C; and Wicks had parts shipped overnight to the team. Itâ&#x20AC;&#x2122;s just one Wicks Aircraft & Motorsports benefit. Chris concluded, â&#x20AC;&#x153;Wicks does a fantastic job with quality, knowledge, and stock of parts on hand. What a benefit they are.â&#x20AC;?

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Celebrating Twenty-Seven Years of In Flight USA

June 2011

Green News

AIR FORCE JETS PERFORM FIRST FLYOVER USING ALTERNATIVE FUEL By Jennifer Cassidy Secretary of the Air Force Public Affairs Three F-15E Strike Eagle fighter aircraft performed the Air Force’s first flyover using “green” biofuel over Citizen’s Bank Park for the Philadelphia Phillies Opening Day activities April 1. The jets, from Seymour Johnson Air Force Base, N.C., flew using a 50 percent blend of traditional jet fuel and synthetic biofuel derived from plant oils grown in the northwestern U.S. “The Air Force is committed to reducing our nation’s dependence on foreign petroleum and is pursuing environmentally-friendly, domestically-produced alternative biofuel blends for our entire fleet of manned and unmanned aircraft,” said Dr. Kevin Geiss, the deputy assistant secretary of the Air Force for energy. The Air Force’s ongoing biofuel certification efforts are in direct alignment with the president’s goals of developing clean fuel technologies while gradually weaning the U.S. off 19th-century fossil fuels, Geiss said.

Three of four F-15E Strike Eagles from Seymour Johnson Air Force Base, N.C., performed a flyover for the first time using a blend of traditional jet fuel and biofuel. The aircraft were participating in the Philadelphia Phillies Opening Day activities April 1, 2011. (U.S. Air Force photo/Staff. Sgt. Ted Nichols) “If anyone doubts the potential of these fuels, consider Brazil,” said President Barack Obama during his March 30 remarks on U.S. energy security. “Already more than half of Brazil’s vehicles can run on biofuels. And just last week, our Air Force used an advanced biofuel blend to fly an F-22 Raptor faster than the speed of sound. In fact, the Air Force is aiming to get half of its domestic jet fuel from alter-

native sources by 2016.” “This flyover demonstrates the Air Force’s leadership and commitment to use alternative fuels, allowing the service to collect additional performance and flight information,” Geiss added. The Air Force is testing and evaluating biomass fuels derived from three different feedstocks: camelina (plant seed oil), beef tallow (animal fat) and various

AIR FORCE THUNDERBIRDS: FIRST DEMO The United States Air Force Thunderbirds flight demonstration team were flying on alternative fuel for the first time at the Joint Services Open House at Andrews AFB, Md., on May 20 and 21. Aircraft #5 and #6 performed the team’s first performance using “green” biofuel,

making the Thunderbirds the first Department of Defense aerial performance team to fly on the alternative fuel. The thunderbirds were flying on a Camelina-based Hydrotreated Renewable Jet (HRJ). The Air Force is testing and evaluating biomass fuels derived

ELECTRAFLYER ENTERS PLANES Randall Fishman, who first demonstrated his ElectraFlyer C at AirVenture 2008, has entered the aircraft in the EAA $60,000 Electric Flight Prize to be held at AirVenture Oshkosh 2011. He also has two other entries in development that may appear: the single-place ElectraFlyer ULS, made of composite materials and featuring a new motor; and a two-place ElectraFlyer X, designed as an LSA-eligible aircraft with a 49-foot wingspan and a water-cooled 50-hp brushless electric motor. Fishman flew his first electric-powered aircraft - a weight-shift trike -at AirVenture 2007 and won the grand champion and innovation award in the ultralight category. In 2008 he was presented with the Dr. August Raspet

Memorial Award for developing and flying the ElectraFlyer C. ElectraFlyer C: The ElectraFlyer C is Fishman's conversion of a single-place, all-metal Moni motor glider into a small, efficient electric airplane. He used the ElectraFlyer propulsion parts kit and large battery pack (which are available for purchase), custom-built to fit the available space in the airplane and mated it to a larger, slower-turning-but-muchmore-efficient propeller to increase static thrust by 60 percent. It cruises at 70 mph (max: 90) and has a 1-1/2 hour flight duration. ElectraFlyer X: The two-place ElectraFlyer X has not yet flown but development of the LSA-eligible airplane (provided the FAA grants an exemption

WITH

ALTERNATIVE FUEL

from three different feedstocks: camelina (plant seed oil), beef tallow (animal fat) and various waste oils and greases. To date, the Air Force has tested and certified biofuel as a 50-percent blend with regular jet fuel in the A-10, F-15, C17, and F-22 aircraft. Fleet-wide certifi-

waste oils and greases. To date, the service has tested and certified biofuel as a 50-percent blend with regular jet fuel in the A-10 Thunderbolt II, the F-15 Eagle, the C-17 Globemaster III and the F-22. The Air Force has fully certified C17s to fly on the biofuel blend and certification of the F-16 Fighting Falcon, the aircraft flown by the Air Force’s demonstration team, the Thunderbirds, is imminent, Geiss said. Fleet-wide certification is on track for completion in 2013. The service’s long-term goal, Geiss explained, is to acquire 50 percent of all stateside fuel from domestically-produced alternative blends that are cleaner than fuel produced from conventional petroleum. The fuel must be priced competitively for the Air Force to meet this goal. The Air Force continues to explore ways of decreasing energy demands and increasing supply through advanced planning tools for air operations, more energyefficient aircraft technology, “ smart” building designs, increased simulator use and the pursuit of alternative and renewable energy sources, Geiss said.

cation is on track for completion in 2013. The U.S. Air Force Air Demonstration Squadron, the Thunderbirds, performs precision aerial maneuvers demonstrating the capabilities of the Air Force high performance aircraft to people throughout the world.

EAA ELECTRIC FLIGHT PRIZE

allowing electric aircraft in the category) will employ a 50-hp, water-cooled brushless electric motor. The wings, which have a 49-foot wingspan, are removable so the T-tailed aircraft can fit into a standard T-hangar. A 30-to-1 glide ratio is claimed, and Fishman is shooting for a two-hour flight duration. Fishman expects to market the composite airplane as a kit. ElectraFlyer ULS: Fishman referred to the ULS as a "test bed" for the new motor, which he called a low-rpm (2300), high-torque motor. "It's an all-composite, single-seat motor glider," he said. The motor is a large diameter (9-1/2 inches in diameter by 3-1/2 inches thick) that generates 30 hp for takeoffs and 20 hp continuous.

Fishman is currently designing an all-composite, two-place experimental aircraft that will be available for series production in kit form. Check the company's website at www.electraflyer.com for the latest news about these upcoming projects. Three flight competitions, along with electric aircraft innovation evaluations, will take place during AirVenture with a total of $60,000 at stake for winners of each category as well as the overall winner of the Electric Flight Competition. The prizes and support for the competition come from Wicks Aircraft Supply, Dynon Avionics, Aircraft Spruce & Specialty, and AeroLEDs - four companies active in the sport aviation community.

June 2011

www.inflightusa.com

Green News

SUCCESSFUL FIRST INTERNATIONAL FLIGHT After a flight lasting 12 hours 59 minutes, using no fuel and propelled by solar energy alone, Solar Impulse HBSIA landed safely in Brussels at 21h39 on May 13, 2011. A crowd of supporters was there to celebrate the arrival in the European Communities’ capital of Bertrand Piccard’s and André Borschberg’s solar airplane. With André Borschberg at the controls, Solar Impulse took from Payerne aerodrome in Switzerland and then followed the previously determined flight plan. The aircraft crossed the Alsace toward Nancy and Metz, before over-flying the Grand-Duchy of Luxemburg and finally arriving in Belgium to land on Runway 02 at Brussels Airport (Zaventem). Thanks to the satellite communication system developed by Solar Impulse’s National Telecom Partner, Swisscom, Flight Director Raymond

Clerc and his team were able to support the pilot throughout the flight from the Mission Control Center in Payerne. During the flight, André Borschberg, CEO and co-founder of the project explained, “It’s a spectacular flight. The take-off was a little challenging because we had to rush due to air traffic activity. Consequently I needed a little bit of time to get everything in order before I could become serein. It was little bit north east wind during take off however, this was not a major problem.” “It’s unbelievably exciting to land here in Brussels, at the heart of Europe, after flying across France and Luxemburg. And to fly without fuel, noise or pollution, making practically no negative impact, is a great source of satisfaction… “ exclaimed André Borschberg, CEO and co-founder of the project, as he stepped out of the cockpit in Brussels.

FOR

SOLAR IMPULSE

“I’m not surprised that the flight went so well, because I had absolute confidence in André and the team on the ground” declared Bertrand Piccard, initiator and Chairman of Solar Impulse, at the post-flight press conference. “But I am relieved that the weather allowed us to arrive in time for our week promoting renewable energies, planned jointly with the European Institutions (that took) place from May 23 to 29, 2011.” Arnaud Feist, the CEO of Brussels Airport Company, was very enthusiastic about welcoming the airplane onto the tarmac of Brussels Airport. “This airplane, the first to function without fossil fuel and without emitting CO2, symbolizes the great efforts the aeronautical industry is making to develop new technologies for energy saving and increased use of renewable energies. The European airport sector is also very active in devel-

oping its activities in a responsible and durable manner. Given Brussels Airport’s own ambition to continue reducing their CO2 emissions, we attach particular importance to solar energy generation projects. Therefore, we are delighted that Solar Impulse selected Brussels Airport as its first international destination.”

Flight Report Brussels – Payerne Pilot: André Borschberg, CEO and Co-founder Take-off time: 13/05/2011 08h40 Time of landing: 13/05/2011 21h39 Flight duration: 12 hours 59 min Average speed: 50km/h (27 knots) Average altitude: 1’828 metres (6’000 feet) Distance: 630 km (340 nautical miles)

FBO US AVIATION GOES GREEN US Aviation Services has taken a major step by upgrading to “green” technology, utilizing renewable energy in the form of solar panels on top of two large maintenance buildings. The buildings, which are used for aircraft inspections, maintenance, and aircraft performance enhancements, have a total footprint of 28,800 square feet. On sunny days, the panels will produce 14KW of electrical energy, or about half of the daily requirements of the hangars. Denton city officials inspected the installation and authorized the company to go online with the system. “We

US Aviation has taken the lead in the Denton region by going green. passed with flying colors,” said Jeff

Soules, President of US Aviation

TAURUS ELECTRO G2 PIPISTREL'S SECOND ENTRY FLIGHT PRIZE COMPETITION One of the aircraft AirVenture 2011 attendees can witness in action during EAA’s $60,000 Electric Flight Prize competition is Pipistrel’s second entry - the Taurus Electro Generation 2 (G2), the first two-seat aircraft powered by an electric engine to fly in the world. It joins the company’s 4-place G-4 in the competition, which is sponsored by Wicks Aircraft Supply, Dynon Avionics, Aircraft Spruce & Specialty, and AeroLEDs. The G2 self-launching electric glider is also in serial production and available to customers. With an optional battery pack, the Electro G2 has the potential of 17 minutes endurance up to 6,500 feet.

Once power is exhausted, the propeller, mounted on a pylon behind the flight deck, automatically retracts with the touch of a button and it becomes a glider. Its maximum gross takeoff weight is 1,000 pounds with a takeoff roll of 520 feet. The G2 is based on extensive testing of the Taurus Electro prototype, representing a step up with better reliability, handling and performance. With the new Pipistrel 40kW electric power-train, the G2 has better performance than its gasoline-powered counterpart Taurus as it can use a shorter runway, has a faster climb rate, and performs much better at higher altitudes. It also is lighter and more pow-

erful than the previous version. Batteries are custom-developed lithium-technology batteries in two configurations 4,000-ft or 6,500-feet altitudes. Pipistrel claims a world first in a full set of on-board networked avionics with a flyby-wire power train management system, a great improvement over the manual system used in the Taurus Electro prototype. Other features: • A state-of-the-art battery system that uses information from the past to see into the future. • Power controller: the power inverter/motor controller features self-protec-

Services, which is part of US Aviation Group. “Our hope is to eventually become totally independent in generating our own energy at the airport.” US Aviation Services provides single, multi engine, turboprop, jet and Light Sport Aircraft servicing at Denton Airport. The company is an FAA 145 Repair Station (U9FR750K) that just opened a full service FBO. They are the first FBO to utilize new, state of the art, stainless steel holding tanks for fuel. For more information on US Aviation Services visit www.usaviation.aero or call 866/383-2400.

EAA ELECTRIC tion logic against current spikes, over temperatures and other potential abnormal situations. • ESYS-MAN cockpit interface instrument! • A color-display cockpit interface instrument with a bright screen readable in sunshine indicating drive mode and important flight information, such as engine retraction and extension. Learn more about the Taurus Electro G2 at www.pipistrel.si/plane/taurus-electro/overview. For more information on the EAA Electric Flight Prize visit www.airventure.org.

Celebrating Twenty-Seven Years of In Flight USA

DYNON ANNOUNCES SKYVIEW VERSION 3.1 Dynon Avionics has introduced Version 3.1 firmware for the SkyView Integrated Glass Panel system. This update adds a flight planning menu along with controls so that pilots can now create, then fly multi-leg flight plans which can include autopilot input commands. Version 3.1 enables pilots to enter flight plans with multiple waypoints right

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on their SkyView display. It can also use computer-based flight planners that support the GPX file format to create flight plans at home. In addition, SkyView flight plans can now be set up to provide turn anticipation between flight plan legs. When so configured, SkyView starts its turn guidance in advance of a waypoint to fly a transition that will not overshoot

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.

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June 2011

FLIGHT PLANNING

the next leg. Robert Hamilton, Marketing Director for Dynon, said: “This will be the second SkyView software release so far in 2011. It demonstrates Dynon’s commitment to continually add value to the versatile products that customers already own.” Another new 3.1 feature is the ability to output complete, real-time RS-232 data from the engine sensors and other inputs that are connected to the SkyView SV-EMS-220 module. Customers can download SkyView Version 3.1 for free from the Dynon Website at http://www.dynonavionics.com/

docs/support_software_SkyView.html Founded in 2000, Dynon Avionics is the leading manufacturer of avionics for Experimental and Light Sport Aircraft. Continuing a tradition started with the introduction of their first Electronic Flight Information System “glass panel”, Dynon is committed to developing innovative and high-quality avionics integrating the newest technology as it develops at affordable prices for all pilots. For more information about Dynon products contact Dynon at 425/402-0433 or visit Dynon Avionics on the Web at DynonAvionics.com.

HAWKER BEECHCRAFT REPORTS HIGHER SHIPMENTS VERSUS FIRST QUARTER 2010 Hawker Beechcraft Acquisition Company, LLC (HBAC) delivered 66 aircraft in the first quarter of 2011 versus 50 in the first quarter of 2010. In addition, the Company ended the first quarter of 2011 with a $122 million higher backlog than 2010 year-end backlog. “We are coming off of a solid 2010 and our momentum into 2011 is encouraging,” said Bill Boisture, HBC Chairman and CEO. “While the first quarter is historically a quieter one for the industry, we believe the uptick in our aircraft shipments and increased backlog is evidence of the ongoing demand for our products.”

First Quarter 2011 Financial Summary Net Sales: The Company reported net sales for the three months ended March 31, 2011, of $558.4 million, a modest decrease of $9.8 million compared to the same period of 2010. Operating Income: During the three months ended March 31, 2011, the Company recorded an operating loss of $37.9 million, an increased loss of $12.8 million compared to $25.1 million during the same period of 2010. Additional information is provided in the Business Segment Summary section below. Cash: On March 31, 2011, the Company’s cash and cash equivalents balance was $310.7 million as compared to $422.8 million on Dec. 31, 2010. The decrease was partially due to negative operating cash flow from changes in advance payment balances, cash payments made under performance incentive

plans, and increases in inventory. In addition, during the first quarter of 2011, the Company made a debt principal prepayment of approximately $45 million as a result of excess cash flow generated in 2010 as required by the Company’s credit agreement. Backlog: The Company’s backlog as of March 31, 2011, was $122 million higher than at year-end 2010. Backlog was $1.5 billion on March 31, 2011, as compared to $1.4 billion on Dec. 31, 2010, with new orders of $714 million exceeding cancellations of $33 million. Approximately 45 percent of the backlog on March 31, 2011, represented orders that are not expected to be delivered in the next 12 months. For more information, visit www.hawkerbeechcraft.com. First Quarter 2011 Summary • Business and General Aviation deliveries were up: 45 in the first quarter 2011 versus 34 in the first quarter 2010 • Backlog increased by $122 million versus the fourth quarter of 2010 with new orders of $714 million exceeding cancellations of $33 million • Revenues in the Business and General Aviation segment decreased by 14.6 percent and operating losses increased by 31.9 percent versus the first quarter 2010 • Revenues in the Trainer/Attack Aircraft segment increased by 24.0 percent and operating income increased by 31.8 percent versus the first quarter 2010 • Revenues in the Global Customer Support segment increased by 3.4 percent and operating income increased by 8.3 percent versus the first quarter 2010

June 2011

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Marilyn Dash’s

The Pylon Place

EARLY AIR RACING rior to World War II, air racing was the number one outdoor spectator sport. During this time aviation was in rapid development and it represented the leading edge of technology. The audiences were captivated by the engineering marvels, as well as the courageous pilots. Some things have not changed; we still do see developments made because of air racing. More likely today we use racing as a proving ground for new developments, which will slowly make their way into mainstream aircraft. And, we certainly have courageous pilots still, however, where have the crowds gone? Have they become so bored with flying that it is no longer remarkable? Or, do they just not know we exist?

Race was held in Belmont Park, Long Island. It then moved to England and then France again. The sixth and last Bennett Race consisted of a 62-mile straight course. There were competitors from just the three countries who had won in the past, Great Britain, France and USA. The rule was – if a country won three times in a row, they could retire the trophy and the French did in that year. Gordon Bennett was quite famous at the time as a balloon enthusiast and car racing fan. There is still a Balloon race with his name on it and at one time he sponsored a car racing trophy as well as the air race.

Events The first record of an air race I could find was one held in St. Louis, Missouri in 1908. There were only four airships you know, blimps - in the U.S. at the time and all of them participated. Two pilots were blown off course due to the high winds, and the other two finished, sharing the $5,000 prize.

Bennett Trophy In 1909, The Gordon Bennett Trophy in Reims France was the first major international air race. Pilots from all over the world attended. American, Glenn Curtiss beat Frenchman, Louis Bleriot by five seconds and was named Champion Air Racer of the World. Because of this win, Curtiss was awarded the first pilot’s license in the US. That is a great trivia question right there. As it happens in many international competitions, the winning pilot’s country will host the following year’s competition. Because Glenn Curtiss won the previous year, the second Gordon Bennett

Glenn Curtiss and the other members of the AEA gathered around the June Bug after a triumphant flight. (Wright State University)

Trophy Race. The Thompson Trophy was a closed course pylon racing event sponsored by Cleveland manufacturer Charles E. Thompson. This was the final event of each year’s National Air Races in Cleveland and was the premier closed course event in the world. This would be the equivalent of the Unlimited Gold Final on Sunday at Reno. These events brought the excitement of wing-tip to wing-tip racing while the competitors took to the air at the same time. All previous races had the competitors taking off at timed intervals. But, the action at Cleveland was thrilling for the fans. The National Air Races consisted of both Pylon and Trans-continental races. These events started in 1920 and ended in 1949 when Bill Odom crashed during the race. These years were again defined by technological advancements in reliability and engine power.

Powder Puff Derby

The Schneider Cup seaplane trophy, probably shortly after it was won by the U.S. Navy on September 18, 1923. (2002 National Air and Space Museum, Smithsonian Institution (SI Neg. 2B-43177)

Schneider Trophy Air racing started to catch on and in 1911 Jacques Schneider announced his version of a race, The Schneider Trophy for seaplanes. The first race was held in 1913 in the waters off Monaco. The series continued until 1931 and provided great advancements in aerodynamics and engine design. Speeds went from 45 mph to 340 mph at the end of the stretch.

The National Air Races The Pulitzer Trophy Races went from 1920-1925. These are considered to be the forerunner of the National Air Races in Cleveland. Established by newspaper publisher, Ralph Pulitzer, the first race was held at Mitchell Field in Garden City, Long Island and consisted of four laps of a 29-mile course. The first year, 38 pilots competed. Most were military pilots with just a few civilians. The average winning speed increased from 156 in 1920 to nearly 250 mph in 1925. These races morphed into the National Air Races and the Thompson

The All-Woman Transcontinental Air Race (AWTAR) was dubbed the Powder Puff Derby by humorist and aviation advocate Will Rogers.The First

Louise Thaden being congratulated for her first-place finish in the 1929 Womenïs Air Derby. (The Ninety-Nines, Inc. International Organization of Women Pilots) Powder Puff Derby took place in 1929 from Santa Monica to Cleveland. Each of the women pilots was to have logged 100 pilot hours and enter an aircraft with horsepower “appropriate” for a woman. One competitor, Opal Kunz, owned and flew her own 300 hp Travel Air and it was disallowed since it was deemed “too fast for a woman to fly”. Um, okay. Twenty women started that first Continued on Page 46

Celebrating Twenty-Seven Years of In Flight USA

June 2011

AIRCRAFT SPRUCE ADDS COZY BUILDER SUPPORT TEAM Aircraft Spruce & Specialty Co. has owned the design rights to Nat Puffer's Cozy's Mark IV homebuilt aircraft since 2004, and sells plans and kits to builders worldwide. Technical builder support has been generously provided by Cozy builders groups since 2004. Aircraft Spruce has recently contracted with Marc Zeitlin, an experienced builder, to provide technical builder support to Cozy builders who can contact Marc by email at marc_zeitlin@ alum.mit.edu or by phone (978) 502-

5251. In addition, Aircraft Spruce has contracted with Burrall Sanders of Free Flight Composites to have a Cozy aircraft on display and to answer builder questions at AirVenture, Sun N Fun, and other selected fly-ins. Burrall can be contacted by email at Free Flight Composites at craftsman@ freeflightcomposites.com or by phone at (719) 660-8650. For more information, contact Aircraft Spruce at 877/477-7823 or visit www.aircraftspruce.com.

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The Pylon Place Continued from Page 45 Derby. Louise Thaden, Amelia Earhart, and Pancho Barnes were among them. Thaden won with Blanche Noyes and Gladys O’Donnell right behind her. The Powder Puff Derby started again in 1947 and continued on until 1977. Several similar events are run on a smaller scale today, without the hoopla and large crowds.

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Roscoe Turner was one of the daredevil pilots on the barnstorming circuit. (2002 National Air and Space Museum, Smithsonian Institution (SI Neg A-5194-C)

MacRobertson Air Race Another very popular trans-continental was the MacRobertson Air Race from England to Australia in 1934. The de Havilland Comet flown by C. W. A. Scott and Tom Campbell Black won that race. There was a mediocre TV Movie called “The Great Air Race” made about the MacRobertson starring Barry Bostwick as Roscoe Turner and Helen Slater as Jackie Cochran.

Bendix Trophy The Bendix Trophy was named for Vincent Bendix, founder of the Bendix Corporation. This began in 1931 as part of the National Air Races and the final Bendix Trophy Race was flown in 1962. The initial purpose of the race was to entice engineers into building faster, more reliable and more durable aircraft. The route went from Burbank, Calif. to Cleveland, Ohio – except for two years when the route went from New York and ended in Los Angeles. James Doolittle won the first Bendix; Amelia Earhart was the first woman to enter the race, taking fifth in 1935. However, in 1936, Louise Thaden and her co-pilot Blanche Noyes won the race, with Laura Ingalls finishing second. At the time, there were separate purses, one for the winner and one for the fastest woman. Louise and Blanche won both!

Reno National Championship Air Races And that’s how we got to where we are. Hopefully you enjoyed this brief history of early aviation competitions. This month is the Pylon Racing Seminar. At last count, we had 19 rookies signed up to take the seminar. I will hopefully be there to bring you all the action. And, we may have some exciting news about the IMAX 3D Movie you have been hearing about over the last few years. Until then, fly low, fly fast and turn left.

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LIGHT SPORT AIRCRAFT

RE-TREAD

By Ed Downs o, not old tires, although many of us “re-treads” appearing in this month’s sonnet do have some “spare tire” issues. The re-treads being referred to are former pilots who have decided to give flying another go. Sport Pilot has opened doors that some may have thought were closed. This writer was reminded of the “re-tread” market, just the other day, while teaching a class at Yingling Aviation, an historic Cessna dealer located in Wichita, Kansas. During our lunch break, I wandered over to the Cessna Skycatcher final assembly hangar to look at new planes on the assembly line. While looking through a viewing window and talking with one of my students, a young line attendant approached us and asked if we would like to join a retired couple (in tow by the line attendant) and go into the hangar for a closer look. Of course, we joined them. It turns out, no sales personnel were available and the line attendant was doing his best to talk about the C-162. My offer to help promote the plane (very familiar to me) was readily accepted. Joe, the retired guest, was considering reentering aviation after a 40-year hiatus, but knew nothing about Sport Pilot or LSAs. Skycatcher pricing, performance and simplicity left Joe quite impressed, especially after we discussed just what he would have to do to re-enter flying. Of primary importance was the ability to get back into flying without the need to participate in the FAA medical bureaucracy. Let’s take a look at “getting back into the game” from a broad view. First, about how many sport pilots are there today? Well, according to FAA statistics (perhaps up to two years old), there are approximately 624,000 current sport

pilots. Does that number look like a misprint? Not really. With some 624,000 total pilots on record (those holding a pilot certificate and current medical certificate), it must be remembered that all existing pilots may automatically exercise the privileges of a sport pilot if their medical certificate expires. In all probability, all active pilots who read this article are already qualified to fly as a sport pilot. As a fully licensed pilot with a current medical certificate, you may already fly an S-LSA just as you would any other airplane. Let that medical expire, and you may fly as a sport pilot, limited to airplanes that meet the FAR 1 definition of a Light Sport Aircraft (LSA). There are a couple of catches in flying as a sport pilot without an FAA medical certificate. First, you must hold a valid drivers license. Second, the medical certificate that you held must not have been suspended or revoked. Furthermore, you must not have applied for a medical certificate and had it denied. You see, all of us are basically one medical certificate away from being a sport pilot. But what about our friend Joe, what does he have to do to get back into flying if he chooses not to obtain a medical? First, Joe will be limited to flying a plane that meets the FAR Part 1 definition of an LSA. Basically, we are talking about a two place airplane that will not fly faster than 120 kts at sea level, at maximum continuous power. This plane must be light, with a gross weight not to exceed 1320 lbs. It will have fixed landing gear and a prop with fixed pitch in flight. The SkyCatcher, certified as a Special Light Sport Airplane (S-LSA), meets all of these conditions. But as Joe learned, it also has advanced avionics, a cabin width and performance that exceed most contemporary, four place airplanes in the

used price range that he had in mind. Now, let’s be fair, the SkyCatcher is not the only show in town. Some 60 manufacturers now import or manufacture LSA qualified airplanes to be sold in the LSA market. The choice of machines ranges from space age German plastic to classic tube and rag, with more contemporary, all aluminum options popular with many. Joe would have had virtually “0” (yep, the big ZERO) new, two-place airplanes to chose from less than six years ago. These are fun, exciting, affordable airplanes. But, doesn’t Joe have to take a written exam to be a sport pilot, perhaps even a flight check? Nope, none of the above. Joe’s more than 40-year-old pilot certificate (and yours) did not expire. Sure, Joe needs to take some dual instruction and get his skills back. Doing this is a matter of common sense safety and will meet the requirement for an FAA flight review. Then there are the three take-offs and landings in the previous 90 days. Again, getting some “check out” dual takes care of that. At the end of the LSA “check out,” Joe will receive an endorsement in his logbook that states he has successfully completed an FAA flight review. He does not need a new pilot certificate or any licensing process. He is good to go! But doesn’t Joe have a lot of restrictions when flying as a sport pilot? Some, but not a lot. Our “re-tread” will be limited to flying an LSA qualified airplane. Having flown many of these planes, this writer can affirm that this is not bad news. Of course, most of Joe’s flying will be with a good friend or, better yet, his wife. No unwanted “tag-a-longs,” complaining passengers or kids that would rather be at home playing computer games. The twoplace limit is discussed most often as

being a problem but statistics prove that those two seats in the back are most often used to transport air. He will get to his destination in less time than most low end used planes, he will fly further and have to put up with climb rates that are nearly double that of older, used options. With many LSAs, he will have the option to use cheaper auto fuel (GAG! $4 per gallon versus $6 per gallon AVGAS) at a rate of under five gallons per hour. Joe can fly into complex airspace, including Class B, but cannot land at a primary class B airport. No $100 hamburgers at JFK! He may not fly over 10,000 ft. MSL, unless within 2,000 ft. of the ground. See, no problem flying coast to coast, especially with some LSAs having a range that is three times further than the average “re-tread” can fly between “biobreaks.” Now, Joe will not be able to fly IFR or with visibility of less than three miles. From a safety statistical standpoint, a good choice. The same restriction applies to night flying, where accident rates are almost five times higher than during daytime flying. Sport Pilots must be on the ground by the end of evening civil twilight to the beginning of morning civil twilight. That is the FAA way of saying, a sport pilot can be in the air up until about 20 minutes after official sunset and take off about 20 minutes before official sunrise. The bottom line is that flying as a sport pilot is not a step down, but a step up into the world of modern, fun-to-fly airplanes that offer terrific usability and fun. One is able to step away from the FAA medical bureaucracy (but still be very responsible for personal health) and fly machines that are flat out exciting. Don’t miss out!

UL POWER IS A NEW ENGINE CHOICE FOR ZENITH AIRCRAFT BUILDERS Power is a New Engine Choice for Zenith Aircraft Builders At Sun'n Fun 2011, Zenith Aircraft Company presented the UL Power line of light aircraft engine installations for the two-seat Zenith kit aircraft designs. These are modern technology, direct drive, air cooled, light weight and high fuel efficient aircraft engines. The current product line ranges from the UL260i at 97-hp to the UL350iS at 130-hp. The modern engines are horizontally opposed four cylinder engines with FADEC (Full Authority Digital Engine Control) multipoint electronic fuel injection with automatic altitude and temperature compensation.

"We've been impressed with UL Power and the technology that they bring to the light aircraft industry," stated Sebastien Heintz of Zenith Aircraft Company. "For many years our customers have been asking for lighter, more fuel efficient engines, and for modern technology such as FADEC. UL Power appears to deliver both high fuel efficiency and great power to weight ratio, while also being simple, with conventional direct drive and air cooled cylinders." Both the 97-hp UL260i and the 130hp UL350is can be installed on Zenith's

two-seater aircraft, including the highwing STOL CH 701 and the larger STOL CH 750 or low-wing CH 650 B cruiser. Zenith Aircraft Co., in conjunction with UL Power North America LLC, is developing full firewall-forward (FWF) packages for these engines to be able to supply builders with "plug and play" ready-to-install powerplant package for the Zenith kit planes. Zenith builders can choose from a wide range of light aircraft engines to power their Zenith kit project, whether the proven Continental O-200 engine, auto engine conversions, or mod-

ern aircraft engines from Rotax or Jabiru. The UL Power engines present builders with a new choice for a truly modern light aircraft engine. For more information visit zenithair.com.

LIGHT SPORT AIRCRAFT

REMOS AIRCRAFT INTRODUCES NEW GX NXT MODEL Remos Aircraft will debut their new model GX NXT at EAA AirVenture 2011. They are already taking orders for the NXT and will continue to sell the popular GX Aviator II. Since each NXT is customized to include those options that each customer wants, consumers can expect delivery within 90 days of placing their order. The biggest differences between the NXT and Aviator II are found in the panel configuration and price. Base price for an NXT will be $129,961, substantially lower than the Aviator II. The new, streamlined panel design offers more leg room and better visibility over the nose of the aircraft. A significant change in the

development of the NXT is the use of Dynon Avionics versatile SkyView System, which offers more features at a lower price than any other product in the industry. SkyView combines EFIS/EMS/Virtual Reality/Transponder in one unit along with a steady flow of free software upgrades that places it way out in front of the competition for technology and currency. Owners can opt for a second SkyView in their panel and can also integrate a Garmin 696 and Dynon autopilot as options. Remos’s GX NXT can be ordered with a com or nav/com unit and can be enhanced with a wide range of exterior color options. Like the Aviator II, the

NXT reflects the highest standards in fit and finish, a manifestation of the best in German engineering and quality. Both models feature easy folding wings and the ability to fly with the doors off. With full panel options the NXT has an empty weight of 718 pounds and a useful load capability of 602 pounds or 470 pounds with full fuel, the best in the LSA world. Performance and flight handling of the NXT are identical to the Aviator II, which has been highly praised by owners and writers. For more information on REMOS Aircraft visit www.REMOS.com or telephone Ms. Sue Parker, U.S. Sales Manager, at 1-831/229-4743.

CESSNA SKYCATCHER UPDATE Cessna Aircraft Company announced at the Sun ’n Fun International Fly-In & Expo in Lakeland, Fla., several developments for the Model 162 Skycatcher, led by the availability of Garmin’s pathways guidance capability for the G300 avionics suite.

Pathways brings G1000-like features to Cessna’s light sport aircraft. The synthetic vision feature simplifies navigation by displaying a three-dimensional, perspective view of the flight path on the primary flight display. Enroute legs are displayed as a series of outlined windows, making it easy for pilots to follow the highway in the sky. This new feature will be standard by the end of the year with retrofit availability to follow. Cessna has received approximately 100 Skycatchers from Shenyang Aircraft Corporation, where fabrication and assembly take place. In conjunction with its reassembly site at Yingling Aviation in

Wichita, Kan., Cessna has delivered some 45 Skycatchers to customers. One customer who has taken delivery is Embry-Riddle Aeronautical University. The school’s flight teams on the Prescott, Ariz. and Daytona Beach, Fla. campuses are the first to compete using Skycatchers. ERAU participated in short-field and power-off landing competitions in the National Intercollegiate Flying Association Safety Conference in May. King Schools has released its Flying the Skycatcher DVD training program, the official pilot transition course used in Cessna Pilot Centers worldwide. The DVD program covers all the critical phases of flight as pilots fly along with

John and Martha King for 25 maneuvers. The Skycatcher is Cessna’s entry in the popular light sport aircraft category. It features the Garmin G300 avionics suite and a Teledyne Continental O200D engine. Priced at $113,500, the two-seat, single-engine aircraft has a maximum cruise speed of 118 knots with a maximum range at 6,000 feet of 440 nautical miles. Fabrication and assembly is centered at Shenyang Aircraft Corporation in Shenyang, China. Aircraft are shipped to Cessna’s U.S. reassembly site. For more information, go to Cessna.com.

AMERICAN LEGEND AIRCRAFT COMPANY INTRODUCES THE SUPER LEGEND American Legend Aircraft Company announced in late March the introduction of the Super Legend, an addition to the popular Legend Cub 2place sport aircraft lineup. The Super Legend sports the Lycoming 233 Series lightweight engine as well as other performance enhancements. Features of the Super Legend include a Super Cub-style pressure cowling and classic Super Cub paint scheme–custom paint options are also available. In addition, the Super Legend boasts the same power-to-weight ratio as 150-HP Super Cub (base weight will be around 845 lbs.). The Super Legend comes equipped with Super Cub-style flaps, a 32-gallon fuel system with Left/Right/Both selector switch, and balanced tail feathers. Instrument panel

choices include basic Low and Slow (LS), Cross Country with Night VFR (XC), and the Legend Smart Cub panel (SC). Pushing the power envelope, the Lycoming 233 Series lightweight engine will deliver 115 horsepower @ 2,800 rpm. The 233 Series engine comes with a Dual CDI Spark Ignition, 2400-hour TBO, and is multi-fuel capable operating on both 100LL and unleaded automotive fuel. A Sensenich ground adjustable propeller with spinner is standard equipment on the Super Legend. Further enhancements on the Super Legend include lightweight carbon fiber components such as cowling, doors, interior panels, spinner, and wingtip bows. A parking brake system, fuel access steps on the landing gear, and a body-conform-

ing adjustable seat are also standard equipment. Toe brakes are available as an option. Other features, introduced by American Legend and standard on the Super Legend, include a 3-inch wider cabin, standard double doors, and the ability to solo from the front or rear seat. Landing options include tundra tires, floats, and skis. The Super Legend can be ordered now at a $139,900 introductory price. A 20-percent down payment is required to secure a production slot. Certification of the Lycoming 233 Series LSA engine is expected in Q3 2011. Certification flight testing and load testing of the Super Legend is planned for Q4 2011. First deliveries will follow in Q1 2012. American Legend Aircraft Company manufactures the light-sport

certified Legend Cub. It is powered by a 100-horsepower Continental O-200 engine with electric start. A variety of options are available including choice of interior, avionics, wheels, floats, etc. For further information, contact American Legend Aircraft Company at 1810 Piper Lane, Sulphur Springs, Texas 75482; or call 903/885-7000.

June 2011

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Celebrating Twenty-Seven Years of In Flight USA

June 2011

Flying With Faber

A QUICK COAST-TO-COAST TRIP: NEW YORK AND CHICAGO Stuart J. Faber and Aunt Bea everal business commitments required my presence in New York and Chicago. It had also come to my attention that one of my favorite hotels in the United States, The Pierre in New York, had been re-launched by the Taj Group. I have visited a number of Taj hotels in India and other parts of the world and was always very impressed. In addition, a fellow travel journalist had raved to me about the recently opened Trump International Hotel Chicago. It is heralded as the current epicenter of Chicago's fashionable gatherings. I rarely need an excuse for a trip to Chicago. After all, the Windy City is just 60 miles from my boyhood hometown of Racine, Wis. This trip provided a valid excuse to visit New York, then Chicago, and thereafter depart from Chicago Midway Airport, where I could lurk beneath the Class B airspace and, within minutes, land at the old Racine Horlick Airport (now John Batten Airport), and meet up with some old flying buddies. Flying into the Chicago area has become, in recent years, a bitter-sweet experience for me. Back in the days when I attended the University of Wisconsin, I would occasionally rent a Cessna 140 (the only available rental with radio capability), and head for Meigs Field in Chicago. The VFR route was a no brainer. I would depart from the grass strip at Morey Airport in Middleton, Wis., gently turn, and then maintain a heading until the compass settled as closely as possible to due east. After a leg of about 50 nautical miles, I would approach the shore of Lake Michigan – a landmark that was difficult to miss. As the lake came into view, I would head south and parallel the shoreline until the Chicago skyline appeared. Soon thereafter, I would crank up the coffee-grinder Narco radio and call Meigs tower for a straight in approach. Flying over the city, descending over Soldiers Field, Navy Pier and the museums, until my glide path was below the tops of the skyscrapers just off to my right, never ceased to be a thrill –

until one March midnight in 2003, when Mayor Daley, with sinister intent, bulldozed the runway and annihilated an aviation icon. My final touchdown at Meigs was in 2002. By then, the route was more complex. A clearance was mandatory to reticulate the Class B Airspace. A swivel neck was required to maintain a healthy distance from the beehive of heavy iron. I recall that, on one flight, I was at the same altitude as an Alitalia 747 and I could almost see the pilot’s face. He was neither waving nor smiling. Nor was I. I never visit Chicago without making a pilgrimage to Meigs Field. It’s like gravesite visit to a departed loved one. Generally, I try to sneak under the Class B airspace to pay my respects to the remains – or I just take a slow drive-by. By the way, there is a website, www.friendsofmeigsfield.com. The folks are hoping that the new incoming mayor will be more friendly to the site and perhaps, at the least, open a museum. There were several other factors which motivated me. It was the season when the Midwest and east coast were both being inundated with rain showers. Not only do I enjoy long walks in the rain, I love to fly in the stuff. This mission would enable me to log some actual IFR and simultaneously try out my newly acquired pilot’s luggage and waterproof hiking boots. Of course, there is a paucity of hiking trails in Chicago and New York. But I could walk through Central Park in New York or along the beachfront in Chicago, or just pretend that Fifth Avenue and/or Michigan Avenue were primitive hiking trails. Pierre Hotel, Fifth Avenue at 61st Street, New York, NY, 10021, 212/838-8000 The Pierre Hotel opened in the 1930s and instantly became the voguish hangout in M anhattan. Ownership and management changed over the years. Since the 1980s, the hotel was operated by Four Seasons Hotels – after which it was closed for a period of time to accommodate a $100 million renovation. Today, this restored Georgian-style landmark has seamlessly combined European, old-world charm with modern day amenities and service. Strategically

The stately Taj Pierre Hotel. perched on swanky Fifth Avenue across from Central Park, today’s Pierre has reemerged as one of Manhattan’s most popular places to gather. The guestrooms and suites have been scrupulously redesigned to maintain a gentrified residential feeling. Guests are pampered to their heart’s content. A multilingual staff is on board for those who require their services. Voicemail, a theater desk, courtesy cars to the theater district, private bars, elevators operated by real humans, children’s amenities and services, a business center, fax in every room, and high speed internet are but a few of the perks. The staff will even pack and unpack your luggage if you so desire. The ten one- and two-bedroom Grand Suites, the hotel's most premier spaces, are designed with custom furnishings, hand-crafted finishes and elegant details, such as rich silk and brocade fabrics, Murano glass chandeliers and hand-knotted carpets. Carefully integrated technology includes Bang & Olufsen audio and high-speed internet connections. Subtle couture touches reflect the Indian heritage of the Taj Hotels. Striking jewel tones and traditional decorative motifs pay homage to the royal Rajput dynasties that created the authentic

palaces in India. Contemporary artwork hand-selected by fine arts consultant Mortimer Chatterjee, showcases the mastery of noted and emerging Indian artists. Business or personal groups hosting meetings and receptions at The Pierre may select from three new comfortably elegant spaces with up-to-date amenities that can accommodate groups up to 75. All three rooms are adjacent to the Business Center. A sparkling new 1,600-square-foot fitness center is decorated with handpainted murals and Italian marble, and provides cardiovascular equipment and free weights, as well as a private massage therapy room. Lifecycles, Elliptical Trainers, Stairmasters and treadmills are equipped with individual stereo and television/VCRs. Guests can also arrange to enjoy massages in the comfort of their room. Jogging routes of Central Park are available. A new cozy bar, Two E, spotlights classic cocktails and coffees meticulously crafted from the freshest ingredients. Every afternoon, tea, scones and sandwiches are served in Two E. The Pierre seems to exude a more stately and majestic ambiance with each of my visits. To me, it is like returning to my home away from home. The Taj Company has made a great hotel even greater.

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Grand Suite at the Pierre

Le Caprice, 795 Fifth Avenue, New York, NY, 212/940-8195 Located in the Pierre Hotel, this contemporary dining room re-captures the pop-chic of the original London brasseries. When you say, “Let’s do Continued on Page 51

June 2011

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Flying With Faber fries. For dessert, I heartily recommend

Continued from Page 50 lunch,” do it here. Try a burger-prepared either with ground sirloin or fresh shrimp, each served with homemade pickles. Traditional fish-and-chips comes with mushy peas – that descriptive term makes them taste even better. The big-chunk lobster salad is accompanied by crunchy fava beans. Risotto British style is prepared with bacon, beets and tiger prawns. Lunch was so fabulous that I made a return visit for dinner. For a brisk spring night, an appetizer of asparagus soup with peekytoe crab and Fresno peppers suited me fine. My friend had the griddled octopus with chorizo and peppers, some of which I sampled. Our group ordered a helping of Berkshire pork loin, which was roasted to perfection and served with cabbage and morel mushrooms. Along came a sizzling lamb chop scented with minted fava vinaigrette and confit potato – outstanding. For fish selections, the Thai-baked sea bass was flakey and just-caught fresh. It was served with scallions, chili, cilantro and fragrant rice. We also could not pass up the New York strip steak, carved from a prime loin, aged 28 days and served with

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Ritz-Carlton Central Park (Ritz-Carlton) Ritz-Carlton New York Central Park Hotel, 50 Central Park South, New York, NY 10019, 212/ 308-9100 There is something about staying across from Central Park South that is very special. In many ways, it is where the midtown of the golden era began – and still

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The Ritz-Carlton Lounge. (Ritz-Carlton) bedecked with special linens, duvets, feather beds and a choice of pillows, data port and fax hookup, DVD players and a library of current films and much more. High atop the hotel is The RitzCarlton Club Lounge. Guests on this floor can circumnavigate the lobby check-in desk and fly via a direct clearance to the Lounge and register. A private business center offers secretarial services, high-speed internet and a conference concierge. Even a temporary office can be arranged. In addition to upgraded rooms and suites, the Club Lounge has a huge parlor in which mini-meals and drinks are Continued on Page 52

1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.

1978 SENECA II 1700 SMOH, full de-ice, Garmin 420, 4400 TT. $79,500.

1961 F33 DEBONAIR, 260 HP, 104 gal., D’Shannon mods. Slope W/S, new paint, $52,500.

PIPER ARROW, 1720 SMOH, NDH, IFR, all records, new strip/paint, 3 blade prop, $42,500.

1978 SENECA II, Narco, Cent. III AP, 12 SMOH L/R, new glass new P&I & annual. $139,500 OBO.

1973 ARROW, 200HP, IFR, loaded, A/C, $54,500.

1961 Nice AZTEC, here and ready to go.Good trainer/time builder. $39,500.

1969 C150, square tail, 358 SMOH, $16,950. 1981 152, 1150 SMOH, new paitn & interior. New annual. $29,500. 1977 C172, 1450 SMOH, late paint, IFR. $37,500. 1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.

1961 COMANCHE 250/260, fueld injected, 1310 SMOH, 4400 TT, no AD on propeller, tail SB complied with, NDH. $49,500 must sell! 1962 FORTUNE 500 G-18 hi-cabin tail dragger, 350/350 SMOH, new int., Custom paint. King IFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.

1973 TURBO AZTEC, 1150 SMOH, fresh annual, MX20, Garmin 430 SL3, STEC 55, AP, $84,500 1967 680V TURBINE COMMANCDER $149,500. Will finance. 1977 LEAR 24, 2500 hrs to TBO, all records RVSM, LR fuel, Part 135 air ambulance.

1977 C172, 180HP , IFR, 700 SMOH, $57,500.

1976 BEECH DUKE, low time, new P&I, Garmin 530/430, STEC AP, loaded. $189,500.

1978 C172N, 5320 TT, 3 SMOH, IFR, P-mod engine, will finance, trades OK. $49,500

1968 CESSNA 310N, 100 hrs. Colemill conversion. Best offer/trade.

FOUGA MAGISTER, nice, custom Blue Angels paint job, mid time engine. Show ready $39,500 OBO. Will trade.

1979 C172N, 8270 TT, 0 SMOH, $56,000. New Paint. New annual, low down, will finance.

1973 C340, 950 SMOH recent P&I, Air/boots. 800 SMOH, RAM II engines, Low down, $149,500.

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1981 C172P, 1000 SMOH, new paint, IFR. $52,500

1969 C401, STEC55 AP, new leather, call for details. Low engines. $129,500.

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1961 C175, 700 SMOH, new annual, $34,500.

1977 C402, 700/700 SMOH, spar mod done IFR.

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2002 CIRRUS SR22, 500 SNEW, dual Garmin 430, EMAX, CMAX, Dual EX5000. $165,000

1968 C421, 350/350 SMOH, available new annual. $99,500.

1979 TOMAHAWK, in license $17,500 OBO.

1973 C421B, 125/125, new annual, good boots, new fuel cells, mid time engines, rec. leather, vortex generators, air, King Silver Crown, HSI, ice, AP. Lease 1 yr min w/pilot. 179,500 sale.

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1956 CESSNA 310 - $80/hr.

1961 COMANCHE 180, 0 SMOH,IFR, AP, $54,500. 1974 C421B, 300/1100 SMOH, loaded. $165,000.

1960 CESSNA 310 - $100/hr. CESSNA 340 - $250/dry

endures. Many of the great hotels of the early 20th century were born on this block. This hotel, which offers the essence of the elegance and charm of a private manor, houses 259 lavishlyappointed guestrooms, including 47 suites. The Ritz-Carlton Club Lounge is for guests seeking a heightened level of luxury and privacy. With striking views of Central Park and the warmth of a home, I felt a sensation of comfort and hospitality when, after a strenuous day, I would return to an aura of quietude within the old world refinement of this hotel. They artfully maintain yesterday’s tradition while infusing every modern amenity. Your visit starts before your arrival. Expect a pre-departure call from the hotel to inquire about any special needs you might have. The hotel offers a 24/7 technology butler, multi-lingual concierge, complimentary overnight shoe shining service and a full program for kids – milk, cookies and stuffed animals included. The lavish, yet understated guestrooms, finished in muted shades of celadon taupe and pale rose, are

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

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

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Flying With Faber Continued from Page 52 served three times a day. Included in The Club Lounge tariff is access to sumptuous breakfast, lunch, dinner and late night snack items. The challenge is to limit your intake. Additional perks include a business center with internet access, a CD and DVD library and a host of goodies for the kids. After too many fly-bys to the buffet, I spent a few detox sessions at the fitness center and the La Prairie full service spa. If your plans include a high level meeting or just a friendly family rendezvous, I can’t think of a better location. The hotel staff has mastered the art of pairing intimate meeting rooms with impeccable service. From exclusive board meetings to product launches and corporate celebrations, they are the indisputable experts. Select from a broad selection of rooms including the Olmstead Boardroom, a 300 square-foot retreat overlooking the park. Four other state of the art meeting rooms can accommodate ten to 150 attendees. They offer high-speed internet, ISDN lines for video conferencing and a dedicated Conference Concierge. BLT Steakhouse, 106 E. 57th Street, New York, NY 10022, 213/752-7470 BLT Steak combines a clubby bistro ambiance with impressive steakhouse fare. The interior of this bistro is imposing but not ostentatious. On the night of

Bone-in rib eye should not be missed. At 22 ounces, two non-aggressive steak eaters will have enough to share. Sides, such as creamed spinach, Parmesan flavored gnocchi, oversized onion rings or glazed carrots were extraordinary. Don’t miss the peanut butter chocolate mousse or the warm chocolate tart with pistachio ice cream. The fabulous BLT Steakhouse. our visit, we were surrounded by locals, tourists, and a few high-profile celebs. Some folks were adorned in their finest attire-most were in smart casual wear. I showed up in jeans and my new hiking boots. Everyone appeared to be content and comfortable. Steaks are presented in classes ranging from Certified Black Angus to USDA Prime, plus pricey offerings of American and Japanese Kobe Beef. A selection of sauces from béarnaise to horseradish is available but, in my view, superfluous. Add selections of fresh seafood, signature salads and blackboard specials, and the standard is set even beyond today's modern steakhouse. Lamb, chicken and fish selections are equal in quality to the steaks. We launched with a hangar steak, difficult to prepare correctly, but this chef-in-residence achieved the highest level of perfection. It was tender, juicy and with a sublime flavor and texture.

Trump International Hotel & Tower, 401 N. Wabash Avenue, Chicago, IL, 606111, 312/588-8000 Trump International Hotel & Tower Chicago, opened in January 2008, and is located in the heart of the city on trendy Wabash Avenue. We discovered and used the back door, from which we could emerge, stroll along a series of walkways with gorgeous views of the Chicago River and its skyline and, within moments, we were in the center of the Magnificent Mile. The developers of this hotel have surmounted the overwhelming challenge of imbuing a warm residential feeling into an ultra-modern, upscale hotel. The result is a venue that can simultaneously serve as a family getaway or headquarters for a high-powered corporate pow-wow. The hotel, comprising floors 14-27 of a 92-story residential tower, houses 339 luxuriously appointed guestrooms and a host of suites of every size and shape. Sixteen, a fine dining restaurant, The Spa at Trump, which includes 53 spa

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My own bedside clock at the Trump. guest rooms, the Trump Health Club Rebar, a flashy cocktail lounge, and Bridges, an outdoor dining space, are scattered throughout the complex. Designed by the noted architectural firm of Skidmore, Owings & Merrill with interiors by McGinley Design, Trump International Hotel & Tower Chicago is a stunning addition to Chicago’s distinguished skyline. It’s my new favorite in the Windy City. The 23,000 square foot Spa offers signature treatments, 11 private treatment rooms, plus Kate Somerville products and skincare services. Pamper yourself in the placid surroundings of one of the 53 specially configured spa guestrooms. The Trump Spa is undoubtedly the most upto-date, invigorating and relaxing in Chicago. Try the ultimate hydrating oxygen treatment, a Dermerlucent Skin Rejuvenation, a manicure or pedicure. The health club features resistance training and free weights, spin, yoga and Pilates studios, personal trainers, 75-foot heated indoor pool, steam baths and sauna. It’s easy to spend the entire day in these luxurious and tranquil digs. Guestrooms are modern, streamlined and extremely comfy. Floor-to-ceiling 10-foot windows afford sweeping views of Lake Michigan. Furniture is custom designed and Italian linens are fashioned by Bellino. A 42-inch flat screen TV, Bose Sound Wave system, limestone finished bathrooms and personal attaché service will leave you without a care in the world. For family get-togethers or a pilot’s meeting, you can select from classy boardrooms, a skyline room, a grand ballroom or five other function rooms of various sizes. There is also a full service business center. This hotel has, in just two years, become a trendy hangout for locals and tourists alike. Lounge around the rooftop bar, visit the Trump Terrace or head toward Rebar and have a signature cocktail or a neo-Japanese snack. Continued on Page 53

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Flying With FaberFor the beef selections, you have a

Sixteen Dining Room (Steve Hall@Hedrich Blessing) Continued from Page 53 Sixteen Restaurant, Trump International Hotel & Tower, 401 N. Wabash Ave., Chicago 60611 312/ 588/8030 As you head toward Sixteen Restaurant on the 16th floor, where renowned Australian Chef Frank Brunacci will orchestrate your dinner, be prepared for a momentous dining experience. This signature restaurant features superbly crafted, eclectic cuisine with emphasis on seasonal ingredients. Dramatic 30-foot floor-to-ceiling windows frame spectacular vistas of Lake Michigan, the Chicago River and the Wrigley Clock Tower. You can dine inside or savor a balmy evening on the outdoor terrace. The menu changes daily, so there is no danger of getting yesterday’s reheated leftovers. One of the best appetizers is the foie gras tart with rhubarb, buttermilk, basil and suffused with a honey thyme caramel. The pea soup with duck sausage, brioche and foie butter is rich and delicious.

choice of American or Australian wagyu. The prime beef tenderloin is tender and with a remarkable texture. It is served with a crispy potato terrine and maitake mushrooms. Lobster is butter poached and served with a chorizo ragout. The fresh Alaskan halibut is lightly sautéed and dished up with a fennel puree, fresh pasta and a shrimp and fennel salad. The chefs also serve a daily tasting menu. I strongly recommend the seared diver scallops with watercress, English peas and wild mushrooms. The vanilla au jus delivers just the right touch for this exquisite dish. For an unusual dessert, which hopefully will endure as a mainstay, sample the Gianduja cremeux, roasted white chocolate powder and cocoa nib ice cream.

My New Pilot Luggage During this trip, I took the opportunity to test fly some of my new luggage. West Coast Trends of Huntington Beach, Calif. has designed some great items especially for pilots. The CEO of West Coast Trends, himself a pilot, surveyed scores of airline pilots about what they liked and disliked about their current luggage. From these surveys, he developed some of the most pilot-friendly pieces I have ever used. The result: A rolling carry-on with two clothing organizers, a

Aiprots Although I love to land at La Guardia, the logistics of negotiating a slot, plus the overnight tie-down cost, drives me to Teterboro (KTEB), a general aviation facility and much more pilotfriendly. Just about every type of instrument approach is available at KTEB. Runway 1/19 is 7,000 feet long and Runway 6/24 is 6,013 feet long. First Aviation is a relatively new FBO. They are located midfield, which makes things easy. Contact them at 201/288-3555 or www.firstaviationteb.com. As far as Chicago is concerned, Meigs is just a memory. My choice is Midway (KMDW). DuPage or Chicago Executive are other options, but ground transportation and rental car availability is better at Midway. Besides, in 1954, I landed there in a Taylorcraft BC12-D, so it brings back some wonderful memories. There are two sets of parallel runways – one set has three runways. Runway 4R/22L is 6,446 feet long, runway 4L/22R is 5,507 feet long, runway 13L/31R is 5,141 feet long and runway 13R/31L is 3,859 feet long. Runway 13C/31C is 6,522 feet long. I prefer Atlantic Aviation, 772/582-5720 or atlanticaviation/kmdw.

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WICKS AIRCRAFT SUPPLY OFFERING COUPONS FOR AIRVENTURE Wicks Aircraft Supply is again offering coupons that can be redeemed with any purchase for a free gift at EAA AirVenture 2011. Consumers will have the choice of a Hi-Viz pitot tube cover, an Aim-A-Squirt tool or a container of Clearview Glass Cleaner. There is a limit of one free gift per customer. Coupons can be obtained by downloading and printing the image from www.WicksAircraft.com, by emailing info@WicksAircraft.com or by calling 1-618/654-7447.

magazine pocket and an extra heavy “J” hook. A stabilizer, which they call a “yaw dampener,” keeps the bags from sliding. A companion piece is the 2.5-pound VLK (for very light) flight bag. It is ideal for pilots who are going paperless yet who still need a kit for flashlights, clipboards and other stuff. For the paper approachplate set, a full sized flight bag accommodates up to six manuals, plus extra paraphernalia. I was extremely impressed with the roominess of these bags, the numerous compartments, the light weight and the durability. Plus, as you can see from the photo, you can hook them all together. I’ve noticed a number of these sets in airline cockpits. They now have a home in my cockpit. I highly recommend them. For more information, or to purchase online, visit www.clubglove.com.

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GOVERNOR BOOSTS OSHKOSH TOURISM AT EAA By EAA staff he EAA AirVenture Museum was the proud host site as the Oshkosh Convention & Visitor Bureau received a $37,150 Joint Effort Marketing (JEM) grant from Wisconsin Gov. Scott Walker, as a highlight of National Tourism Week. EAA President/CEO Rod Hightower introduced Oshkosh CVB executive director Wendy Hielsberg, who received the grant from Gov. Walker. The Oshkosh CVB had requested the ceremony take place at the museum because of EAA’s worldwide visibility and local prominence as a tourism attraction. EAA AirVenture alone brings in $110 million of annual economic benefit to Wisconsin, while the AirVenture Museum welcomes more than 120,000 visitors each year. During the event, held in front of the museum’s Wright Flyer exhibit, Gov. Walker stated, “This will help make

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‘Event City’ a key destination for people around the state, the country, and the world.” Oshkosh has adopted the new brand “Wisconsin’s Event City.” “The essence of Wisconsin is coming to EAA and all the other events. It’s just fun, it’s a good time,” said Gov. Walker, who has visited EAAAirVenture and the museum with his family and in his former role as Milwaukee County Executive. The JEM grant will promote summer and fall travel throughout Winnebago County and is forecast to generate an economic impact of $690,000. Hightower also met briefly with the governor and his staff prior to the ceremony and emphasized the importance of EAA’s role as a leading Wisconsin tourism benefit, especially as more than 70 percent of AirVenture visitors come from outside the state.

PIPER AIRCRAFT MOMENTUM BUILDS IN FIRST QUARTER

Piper Aircraft Inc. continued the company’s upward performance trend in the first quarter of 2011 by significantly growing new aircraft billings and delivering substantially more of its flagship single-engine Meridian turboprops during the three months ended March 31. First quarter 2011 new aircraft billings were $26,159,703, more than 40 percent higher than the company’s first quarter performance in the preceding year of $18,458,531. Meridian turboprop deliveries increased from only two aircraft in the first quarter of 2010 to seven of the $2 million-plus Meridians during the first three months of 2011.

Targets Met, Altaire Jet on Pace The company achieved its internal first quarter financial and delivery targets. Total new aircraft deliveries during the reporting period declined slightly to 26 airplanes from 30 in the same period last year, offset by revenue from higherpriced models. The better performance was achieved during a period when the company also invested heavily in the single-engine Altaire business jet under

development. “Strenuous efforts to rationalize cost structure against the delivery pace, coupled with excellent individual and team performances as we continue to broaden our international reach, contributed to maintaining the company’s momentum so far in 2011,” said Piper President & CEO Geoffrey Berger. “Simultaneous with meeting our production and financial goals, Piper is on schedule with development of the new Altaire business jet, which represents the future of the company.” The first quarter 2011 performance sustained a positive trend established during 2010 when Piper significantly increased new aircraft market share, billings and deliveries. Piper 2011 Sales Performance Model Q1 Q2 Q3 Q4 Warrior III 4 Seneca V 4 Mirage 8 Matrix 3 Meridian 7 Total Units 26 Total Billings $26,159,703

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Celebrating Twenty-Seven Years of In Flight USA

June 2011

FAA-CONFORMING HONDAJET REACHES MAXIMUM OPERATING ALTITUDE OF 43,000 FEET Honda Aircraft Company, Inc., announced at the annual European Business Aviation Convention & Exhibition (EBACE) in Geneva, Switzerland, that it has successfully completed additional milestone flight tests with its FAA-conforming HondaJet, including the achievement of a maximum operating altitude of 43,000 ft. This accomplishment follows soon after Honda’s advanced light business jet recorded a maximum speed of 425KTAS (489 mph) during flight testing at the company’s Greensboro, North Carolina, world headquarters facility. The 43,000 ft. mark – reached on April 27, 2011 – confirms the company’s maximum-operating-altitude performance commitment to customers for the FAA-conforming HondaJet. In addition, the aircraft has achieved a climb rate of 3,990 ft./min., confirming another important performance parameter for the delivery aircraft. “We are very encouraged by the achievement of these important performance milestones at this early phase of the HondaJet flight test program,” said Michimasa Fujino, Honda Aircraft Company President & CEO. “Our flight test data indicate that the aircraft is performing as expected, and our team continues to work hard to realize additional per-

Third FAA-conforming HondaJet Debuts formance milestones as we move forward.” The first FAA-conforming HondaJet (F1), which achieved first flight on December 20, 2010, will soon be joined by additional conforming aircraft to supplement the company’s certification efforts. A second conforming aircraft (ST1) already has been completed and undergone extensive structural testing under various load conditions to ensure conformity with all certification requirements. Furthermore, Power-On testing has been completed successfully on a third conforming aircraft (F2) that will be used for flight testing. Honda is nearing completion of function testing on this aircraft, which is scheduled to take flight this summer. A fourth conforming aircraft (F3), to be used for additional flight testing, has progressed through the major assemblies

(HondaJet) consolidation phase and is now in the early stages of systems installation. A fifth conforming aircraft (ST2) also is planned to be completed in early 2012 to support additional stress and extensive fatigue testing. Concurrent with the assembly of conforming aircraft, Honda continues to conduct numerous component qualification tests for each aircraft system to support the certification program. “In order to maximize the effectiveness of our flight test program and to support an accelerated certification process, we will add a sixth conforming aircraft (F4) to our certification fleet,” said Fujino. “This test aircraft will take flight in spring 2012 and will support cabin systems testing, as well as functions and reliability testing. With a total of six aircraft planned to support the certification process, we believe we will have optimal resources to

meet both our flight test program needs and our certification schedule. As Honda progresses through the certification program, the company is focused simultaneously on the process of equipping and manning its new HondaJet production facility, which was recently completed on the company’s Greensboro campus. Pre-production planning and preparations are in progress as equipment and personnel begin to move into the facility. Training of production staff will soon be underway to support the HondaJet production ramp-up beginning in 2012. The 263,400 ft. HondaJet production facility integrates under one roof all aspects of assembly, painting, completion, inspection and flight testing of delivery aircraft. This unique approach to production will provide Honda with a distinct advantage within the industry by allowing the company to create the highest quality aircraft possible within a totally integrated assembly and testing environment. Honda Aircraft Company, Inc., a wholly owned subsidiary of Honda Motor Company, Ltd., has amassed orders for well over 100 HondaJet advanced light business jets. Scheduled for first delivery in the third quarter of 2012, the $4.5 million HondaJet is Honda’s first-ever commercial aircraft Continued on Page 57

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June 2011

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NORTHROP GRUMMAN UNVEILS NEWEST INTEL GATHERING SYSTEM

Military users will be able to get realtime high-definition video, view infrared imagery, use radar and even listen in on communications signals – all at the same time – using a new intelligence-gathering aircraft system unveiled on May 9, 2011 by Northrop Grumman Corporation. Firebird offers a large internal payload bay and an ability to operate multiple intelligence, surveillance, reconnaissance (ISR) and communications payloads simultaneously through a universal interface. The system is designed to be flown as a manned or unmanned aircraft. As lead for the Firebird program, Northrop Grumman developed the unmanned systems architecture, control and mission systems. The company chose Scaled Composites to design, build and test the aircraft – with first flight occurring just 12 months after the initial concept discussions. “We’ve harnessed the innovative techniques of Northrop Grumman and Scaled Composites to deliver an unprecedented information-gathering capability,” said Paul Meyer, vice president and general manager of advanced programs and technology for Northrop Grumman Aerospace Systems. “Firebird addresses future budgetary constraints by combining the best of our piloted and unmanned ISR systems into a single solution ready for a variety of ISR missions.” Firebird’s universal interface is similar to plugging a memory stick into a personal computer that is automatically recognized without needing to load additional software. “Not only have we increased the number of ISR sensors working simultaneously in an aircraft of this size, but we can also incorporate various sensors that complement each other – greatly enhanc-

ing Firebird’s information-gathering value for warfighters,” said Rick Crooks, Northrop Grumman’s Firebird program manager. “Firebird is an adaptable system that makes it highly affordable because of the number of different missions it can accomplish during a single flight. It’s a real game changer.” From inception, Firebird was designed to be flown as a manned or unmanned aircraft and can be quickly modified for either option. “Military users will also find it much easier to exploit intelligence data from Firebird because the information is put into a single tool that allows them to easily make decisions,” said Crooks. “The internal payload bay also does away with the need to carry external pods to house sensor payloads that can cause drag and affect how long the aircraft can stay in the air.” Firebird is set for an operational demonstration in an optionally-piloted configuration from May 23 – June 3, 2011, during Empire Challenge 2011, a military exercise run by U.S. Joint Forces Command. Scaled Composites, LLC is an aerospace and specialty composites development company located in Mojave, Calif. Founded in 1982 by Burt Rutan, Scaled has broad experience in air vehicle design, analysis and fabrication, and developmental flight tests of air and space vehicles. Visit www.scaled.com for more information. Northrop Grumman is a leading global security company providing innovative systems, products and solutions in aerospace, electronics, information systems, and technical services to government and commercial customers worldwide. Visit www.northropgrumman.com for more information.

FAA-Conforming HondaJet Continued from Page 56 and lives up to the company’s reputation for dynamic performance together with superior efficiency. The HondaJet incorporates many innovative technological advances in aviation design, including a unique over-thewing engine-mount configuration that dramatically improves aircraft performance and fuel efficiency by significantly reducing aerodynamic drag in flight. This innovative approach to airframe design also lowers ground-detected noise when overhead and allows for a more spacious cabin and greater cargo capacity. The HondaJet is powered by two highly fuel-efficient GE Honda HF120 turbofan jet engines.

The production HondaJet flight deck features a Honda-customized Garmin® G3000 next-generation all-glass avionics system incorporating a class-leading layout with three 14-inch landscape-format displays and dual touch-screen controllers for overall avionics control and flight plan entries. The HondaJet Avionics Suite is the most advanced glass flight deck available in any light business jet and provides state-of-the-art integrated avionics functionality featuring splitscreen MFD capability, satellite weather, graphical synoptics, digital audio, and optional Synthetic Vision. Learn more about HondaJet at www.hondajet.com.

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PREFLIGHT

AIRVENTURE 2011

NOTAM HIGHLIGHTING ARRIVAL AND DEPARTURE PROCEDURES EAA AIRVENTURE 2011 NOW AVAILABLE

FAA Releases Arrival, Departure Information for More Than 10,000 Aircraft Expected

The Federal Aviation Administration (FAA) has released the EAA AirVenture Oshkosh 2011 Notice to Airmen (NOTAM), highlighting arrival and departure procedures for the more than 10,000 aircraft expected at Experimental Aircraft Association’s 59th annual fly-in convention, which will be held July 2531 at Wittman Regional Airport in Oshkosh. The NOTAM, which is in effect July 22-August 1, outlines procedures for the

many types of aircraft that fly to Oshkosh for the event, as well as aircraft that land at nearby airports. It was designed by FAA, in partnership with EAA, to assist pilots in their AirVenture flight planning. While the overall procedure is similar to past years, there are some noteworthy changes compared to the 2010 version. Some of those changes include: • Madison and Muskegon Approach Control frequencies • Central Wisconsin Restricted Area

and MOA activity • Aircraft types eligible for Turbine/Warbird Arrival • Low-altitude IFR departure routes from OSH and surrounding airports A high influx of VFR arrivals is expected to begin at Oshkosh on Saturday and Sunday, July 23-24. Besides following the published arrival and departure procedures in the AirVenture NOTAM, pilots should maintain high vigilance in watching for other

aircraft. Pilots are expected to have a copy of the NOTAM available for inflight reference. The free copy of NOTAM is available to order at www.airventure.org, or by calling EAA Membership Services at 800/564-6322. Additional hints and tips for pilots arriving at and departing from EAA AirVenture 2011 also is available at www.airventure.org/atc/.

'NAS OSHKOSH' AIRVENTURE TO FEATURE LARGEST COLLECTION OF NAVAL AIRCRAFT FROM ALL ERAS The largest collection of naval aircraft spanning all eras ever assembled in one location is coming together for EAA AirVenture 2011 during its week-long Centennial of Naval Aviation commemoration. The 59th annual edition of “The World’s Greatest Aviation Celebration” will feature special attractions, appearances, and forums as part of its Tier 1 event status from the U.S. Navy for the year-long centennial festivities. From unique restorations and replicas to today’s modern fighters, naval aviation’s legacy will be on display and in action all week July 25-31 at Wittman Regional Airport. Flying examples will be featured on ConocoPhillips Plaza, as well as a special parking area dubbed “NAS Oshkosh” located just east of Scotts Warbird Alley. Among the dozens of unique aircraft anticipated are several World War II and Korean War-era naval warbirds, including the only flying SB2C Helldiver Navy dive bomber in the world, one of two airworthy PV-2 Harpoons, OY1/L-5B USMC Observation aircraft that saw combat during the Battle of Iwo Jima, a

rare Temco Pinto jet trainer, TBM Navy torpedo bomber featuring the paint scheme of the aircraft flown by President George H.W. Bush, an award-winning SNJ Navy trainer, F8F Bearcat in a Blue Angels paint scheme, Grumman J2F Duck Navy amphibian, F4U Corsairs, FM2 Wildcat, and F7F Tigercat. The Vietnam War era will be represented by a Douglas R4D, Douglas AD Skyraider, Douglas A-4 Skyhawk, and North American T-2 Buckeye, with more to be added. Bookending the centennial attractions are a replica of the Curtiss-Ely Pusher that made the first carrier landing on the deck of the USS Pennsylvania in 1911 and more than 25 current naval aircraft repainted in colors from previous eras. A listing of confirmed aircraft is available on the AirVenture website, with more to be added in the upcoming weeks. “There is no other place where you can see a gathering of aircraft of this magnitude representing all eras of naval aviation over the past 100 years,” said Tom Poberezny, EAA and AirVenture chair-

DA BLOOZE BROS It's going to be a rockin' good time on Saturday, July 30, at AirVenture 2011 as Da BLOOZE Bros take center stage in the Ford Hangar - an added bonus to "Super Saturday" presented by Southwest Airlines. Da BLOOZE Bros, the ultimate tribute to the Blues Brothers, will perform an energetic blues extravaganza from 6:308:30 p.m. that's sure to get everyone ready for the spectacular Night Air Show and Daher-Socata Fireworks that follow.

man. “This epic event will not only honor the heritage of these legendary warbirds, as well as the brave men and women who served and sacrificed in them. You’ll hear their stories and see their beloved aircraft come to life.” Several forums and special programs, including the always-popular Warbirds in Review, highlight activities each day, along with afternoon airshow showcases, and a Naval-focused Living History Encampment featuring wartime re-enactors. To mark its 25th anniversary, the naval aviation classic film Top Gun is scheduled to be shown at the EAA Fly-In Theater. The Fly-In Theater is presented by Ford Motor Company and supported by Hamilton Watches. On Wednesday, July 27, a themed “Navy Day” will feature a full day of activities surrounding the centennial, including dedicated forums on ConocoPhillips Plaza and Warbirds in Review, a special tribute during the afternoon air show, an “Honor Flight” featuring approximately 80 World War II Naval veterans departing AirVenture for Washington, D.C., on a Southwest

ROCK FORD HANGAR

The Ford Hangar will be transformed into the "Ford Hangar of Blues" as real brothers Geoff and Chris Dahl anchor the "can't-help-but-dancing" sounds of Da BLOOZE Bros. The sevenpiece band is one of only three groups worldwide officially sanctioned by Dan Aykroyd and the John Belushi estate for live performance. Da BLOOZE Bros will provide an explosive, funny, and entertaining set of all the hits that Blues Brothers fans have come to know and

A unique Navy amphibian aircraft, Grumman J2F Duck. (EAA Photo) Airlines 737, and a special evening program featuring very notable naval aviation figures and guests at Theater in the Woods, whose programs are supported by M&Ms. Additionally, Navy veterans will lead the “Salute to Veterans” parade from Scotts Warbird Alley to ConocoPhillips Plaza on Friday, July 29, as part of that day’s salute activities. Advance purchase admission at a discounted rate, as well as advanced camping for all dates are now available at www.airventure.org.

'SUPER SATURDAY'

enjoy over the years. "Da BLOOZE Bros have performed the world over and we are excited to add them as one more incredible experience for AirVenture attendees to enjoy at the 'Ford Hangar of Blues,'" said Kevin Keling, Ford corporate events manager. "Grab a pair of sunglasses and have some fun. It's going to be a great party and everyone is invited!" The Ford Hangar, located at ConocoPhillips Plaza, is one of the most

popular attractions at AirVenture each year. Ford will help celebrate the Centennial of Naval Aviation as attendees can launch down the "Cat Shot," a thrilling 200-foot zip line, leap on the "Bungee Burner" power jump trampoline system, or challenge "The Rock Ladder" climbing experience that's fun for all ages.

PREFLIGHT

AIRVENTURE 2011

AIRPLANE GROUPS PREPARE One of the many unique aspects of AirVenture Oshkosh is the annual migration of various aircraft groups to Oshkosh, where they land together and create their own communities along the flightline. Several group flights are in preparation mode, including the Cherokees to Oshkosh, Bonanzas to Oshkosh, Cessnas 2 Oshkosh, Mooney Caravan, and Comanches to Oshkosh. These traditional group flights were for the most part scrubbed in 2010 when saturated convention grounds prevented aircraft from parking in places like the North 40. But while the planes were forced to find other places or airports, the people eventually met up and had what Bonanza’s leader Larry Gaines called "one of the best years ever" from a camaraderie standpoint. So this year's mass arrivals are a symbolic return to normalcy for hundreds of pilots expected to participate. Here's the latest news from each group, including scheduled arrival times and brief descriptions of what's in store for 2011. (Note: Arrival times are subject to change.) Cherokees to Oshkosh: Arriving 1 p.m. Friday, July 22. Last year the 50th anniversary of the Cherokee's first flight prompted organizers to sign up 50 Cherokees for the mass Oshkosh arrival, said Terry Hocking, Cherokee lead. But having to leave their planes in Waupaca about a 45-minute drive away - did not rain on their parade. "The fact that the unprecedented rains prevented us from flying the arrival was immaterial in the grand plan," Hocking said. "The floods that denied us access to the North 40 camping area provided us with opportunities to build friendships while in Waupaca that will endure for many years. In addition, the circumstances surrounding all of this provided us the opportunity to train together and put the best people in key positions." "To date there are 30 aircraft registered for this year," Hocking said, calling

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this year's participants a "hard-core, highly energized group of EAAers that want to fly a flawless formation into AirVenture 2011." To that end, participants have been flying at a series of mini-clinics to ensure a safe flight. On the evening of their arrival date (July 22), participants will gather for a Celebration Dinner, 5 p.m. at the EAA Nature Center tent. Hocking indicated there is still room for pilots wishing to join the flight. Visit www.airventure.org for more information, or email flyterry@uslink.net. Bonanzas to Oshkosh: Arriving 1 p.m. Saturday, July 23. The group that started this mass arrival business is Bonanzas to Oshkosh, or B2Osh, which celebrates its 22nd year in 2011. Lead Larry Gaines said there were already 70 planes registered, but he anticipates an eventual 100-110 aircraft flying into Oshkosh Saturday from its staging airport, Rockford, Illinois (RFD). Like the Cherokee group, B2Osh members and their families took advantage of not being able to fly into soggy Wittman to further galvanize their friendships. They had 120 aircraft set to participate from Rockford, and despite having to make alternate flight plans, 95 percent of the people registered camped together in the North 40. "Camaraderie was at an all-time high," Gaines said. "People really pulled together and it was maybe the best event we've ever had. It just goes to show that it's the planes that get us there, but the people make the event." Once on the ground at Oshkosh, there's plenty in store for B2Osh throughout the week. Saturday is the Margarita & Pizza Party in the North 40, then the B2Osh Raffle and party on Sunday; Monday's American Bonanza Society Indoor BBQ; and Tuesday night features an ice cream social for the kids followed by Beer2OSH 4 (see details at www.csobeech.com/Beer2OSH.html). Learn more about B2Osh and regis-

PRE-AIRVENTURE MASS ARRIVALS ter by visiting www.b2osh.org/. Cessnas to Oshkosh: Arriving 2:30 p.m. Saturday, July 23. Describing AirVenture 2010 "a memorable year, to say the least," Cessnas to Oshkosh (C2Osh) is busy planning for its sixth mass arrival this year - its fourth year in collaboration with the Cessna Pilots Association. Upon arrival from Dodge County Airport (UNU) in Juneau, participants will enjoy a larger "footprint" for Cessna Base Camp 2011, with a bigger tent in the North 40. The annual barbecue dinner takes place on Sunday night, July 24, and breakfast is served daily at the base camp. As many as 75 aircraft are approved by the FAA for the flight and at last count 57 had registered. This means there's some room for more pilots to participate, so visit www.cessnas2oshkosh.com/clinics/clinics2011.aspx for more information. Pilots must complete training in at least one formation clinic and be present at the final briefing on the day of the arrival. There are several formation flight-training clinics left before Oshkosh. That information is also at www.cessnas2oshkosh.com/clinics/clinics2011.aspx. C2Osh is also paying forward the good deed of B2Osh, which provided them with superior information and mentorship in 2006 - C2Osh's first mass arrival. C2Osh is collaborating with the Cherokees to Oshkosh, assisting in their training. Mooney Caravan: Arriving at 4 p.m. Saturday, July 23. This will be the 14th year for the Mooney Caravan to Oshkosh, which departs from Madison Dane County Regional Airport (MSN) on Saturday. Mooney lead Chris Shopperly reports that registration reached 23 pilots in the first week. Last year the wet weather pretty much scrubbed the mass arrival. "Three of us launched in formation from MSN on Saturday afternoon and flew a three-ship formation up to Ripon," Shopperly said. "Two continued to Appleton and I split off

and flew the Fisk arrival as I had reserved a parking space at Basler (FBO). "So effectively, I was the only one who flew the 2010 Caravan!" New to the Caravan this year will be a formation flight component. "Element composition will be the same as the other groups in the flight but with much tighter spacing," Shopperly explained. After the 2009 flight, a Caravan board sub-committee explored moving the flight profile toward the style flown by B2Osh, which has been very supportive of the Caravan's efforts, generously welcoming members to participate in their regional training clinics. Besides parking and camping together in the North 40, members can enjoy the annual barbecue on Sunday night, July 24, held in their parking area. It's open to all interested parties and tickets are available on the Mooney Caravan website (www.mooneycaravan.com). Comanches to Oshkosh: Arriving 11:30 a.m. Sunday, July 24. With just two months remaining until opening day, the Comanche Society's group flight out of Watertown (RYV), Wisconsin, has 18 planes registered. There are two PA24180s, nine PA24-250s, two PA24-260s, and four twins, which Comanche lead JJ Miller says is "just about right" for midMay registration. "The bulk sign up in June as their summer schedules firm up," he said. "I expect 30-35 airplanes participating this year, with a similar distribution of models." Miller said there were some Comanche group arrival flights in the late 1990s, but it really "took off" in 2007 when 50 aircraft assembled at Watertown to celebrate the 50th anniversary of the type - the biggest turnout to date. Deadline to register for the flight runs through July 16 and can be done at w w w. c o m a n c h e f l y e r . c o m / N S / osh_arrival.php. Any questions can be referred to Miller via e-mail at jjmillersgh@gmail.com.

EXPANDED INTERACTIVE ATTRACTIONS AWAIT KIDVENTURE VISITORS With an expanded offering of activities and new featured attractions, KidVenture at AirVenture 2011 promises to be the most exciting edition of the popular children’s attraction to date. Sponsored by United Technologies (UTC), KidVenture enters its 13th year in 2011. Located at Pioneer Field across from the AirVenture Museum, KidVenture allows young people to explore aviation

from several different fronts. They can receive loggable flight instruction on a simulator, earn FAA credit toward an A&P certificate through hands-on building projects, learn how to fly a radio-controlled airplane, modify a P-51 Mustang on a computer then find out how fast it flies, and even see what it’s like to land on Mars - making it a out-of-this-world experience. Among the new features are two

additional A&P booths where kids are able to learn basic building skills as well as Condor flight simulators and Kiddie Hawk flight trainers. “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. “Last year, KidVenture was put on by 420 volunteers from 52 EAA chapters who volunteered 9,844 hours, mak-

ing it the best possible experience for our young guests. And it is looking even better for 2011 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 31).

Celebrating Twenty-Seven Years of In Flight USA

June 2011

AERONCA AVIATORS CLUB SOUTHWEST FLY-IN AT FLABOB AIRPORT DRAWS AN APPRECIATIVE CROWD At what was expected to be the first annual Southwest Aeronca Fly-In at Flabob Airport there was universal agreement that it was a great beginning. The two-day event went smoothly with about 25 Aeroncas, 15 other types of antique aircraft and about 40 people between the dinners on Friday night and again on Saturday. Jim Spee, who helped organize the Fly-In, said “we had aircraft from all over Southern California, the Central Coast and a few from Oregon and Arizona. It was a laid-back and totally

The first Aeronca Fly-In at Flabob Airport drew a significant showing of antique aircraft. enjoyable event for everyone, the kind that people in this area really like.” Pilots began flying in on Friday and

some stayed through Saturday night before departing for home. A pristine Aeronca Chief, restored by a student

group at Flabob, was put on display for the weekend. There were a lot of fly-bys and hours of hangar talk. Spee discussed the Aeronca designs with EAA Chapter One”s active Design Group. Flabob Airport has seen an escalation in type club and thematic fly-ins. Operated by the Thomas Wathen Foundation, the airport preserves a vital part of aviation heritage. The foundation is engaged in a busy and expanding schedule of educational activities. For more information visit www.Flabob.org.

FIRST THOMAS WATHEN LIFETIME ACHIEVEMENT AWARD GOES Sam Pratt had two reasons to celebrate at Flabob Airport this month. He became the first recipient of a Thomas Wathen Lifetime Achievement Award for his work as a volunteer at the airport, and he turned 100 years old on the day he got the award. Mr. Pratt, who began a career working as a machinist with Douglas Aircraft

in 1940, produced parts that are still flying in the remnants of the DC-3/C-47 fleet. In the 1960s he took flying lessons, earned his license and spent many years enjoying General Aviation as a pilot. Until quite recently, he maintained the Flabob Express DC-3 as a volunteer. When the wingtip of the DC-3 was seriously bent, Sam, who was in his 90s,

CESSNA SELECTS AIRCELL Aircell, the world’s leading provider of inflight connectivity, has announced that beginning in 2012, Cessna Aircraft Company will offer Aircell’s Aviator 300 system as an option on new Citation XLS+, Citation Sovereign and Citation X business aircraft. The Aviator 300 will be fully integrated with the Aircell Axxess cabin system, seamlessly delivering a robust, global inflight connectivity experience. Passengers and crew can send and receive e-mail with attachments, surf the web, access a corporate VPN and more, using their own Wi-Fi-enabled laptops, tablets, electronic flight bags, and smartphones.

PROPERTY In an effort to continue to update our readers on the Narco closure information, the following is taken directly from their website, www.narco-aviation.com. This was on their website at In Flight USA’s press time. Due to circumstances beyond our control, we regret to inform you that after over 65 years in business, Narco Avionics, Inc. has closed.

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SAM PRATT

supervised the reconstruction of the wing. “People like Sam Pratt embody a work ethic we don’t see that much today,” said John Lyon, President of the Wathen Foundation. “Sam never hesitated to help out, pitch in or move things forward. He’s a vital part of what makes Flabob Airport one big family.”

GLOBAL INFLIGHT CONNECTIVITY

They can also place and receive voice calls using integrated cabin handsets. “The demand for inflight connectivity continues to increase rapidly - it’s quickly becoming a vital element of the travel experience,” said Mark Paolucci, Senior Vice President, Sales and Marketing, Cessna Aircraft Company. “With today’s announcement, we’re proud to offer our midsize-aircraft customers a complete menu of inflight connectivity services straight from the factory.” Here is a summary of the Aircell connectivity systems now offered on Citation XLS+, Citation Sovereign and Citation X aircraft:

1. Aircell Aviator 300 System (http://www.aircell.com/products-services/aviator-300). Provides global data connectivity for e-mail and light Internet service at up to 332 kbps via the Inmarsat Swift Broadband service. Aircell’s Swift Broadband solutions are powered by Thrane & Thrane. 2. Aircell Axxess(R) System (http://www.aircell.com/products-services/aircell-axxess) Provides dual channels of global voice service via Iridium Satellite. Also provides essential, network-neutral cabin infrastructure including an in-cabin wire-

less access point. 3. Aircell ATG 4000 System (http://www.aircell.com/products-services/atg-4000) Provides true high-speed Internet service via Gogo Biz(TM) in the Continental U.S. and portions of Alaska. “The Aviator 300 is an ideal solution for affordable, global connectivity,” said John Wade, Aircell’s Executive Vice President & General Manager, Business Aviation Services. “Aircell products are now available on nearly every aircraft in Cessna’s turbine product line, and we’re proud to extend our longstanding relationship with this agreement,” concluded Wade.

CLOSED NARCO TIED UP IN LEGALITIES

Notice to All Third Party Property Owners The assigned trustee of the federal court is closing the Chapter 7 bankruptcy as a “no asset “ case. Therefore he will not be answering communications or doing anything further concerning Narco. Narco is closed and has no employees, therefore third party property remaining at Narco's Fort Washington, Penn. facility is in possession of the landlord.

Narco had secured creditors and the landlord of the facility may have a landlord's lien for rent. We expect the secured party(s) and landlord to follow state court procedure to dispose of the assets of Narco. You should take action immediately to get your equipment back. We recommend that you hire counsel to file the appropriate action to get access to the premises in order to reclaim your property. An attorney who practices in

Philadelphia, Michael Kaliner, is representing some parties in this matter. You may retain him or anyone you wish, but we are fearful that if you do not act quickly, your property could be erroneously disposed of by the landlord or secured creditors of Narco. We are extremely sorry for the difficulty this causes and thank all loyal Narco Customers, around the world, for their loyalty over all of these years!

June 2011

www.inflightusa.com

CESSNA POSITIONS NEWEST MOBILE SERVICE UNIT IN GEORGIA Cessna Aircraft Company has positioned its newest Mobile Service Unit at Preferred Jet Center LLC near Atlanta at Cobb County Airport-McCollum Field. The Atlanta MSU, the 12th in the fleet, will serve Cessna Citation customers primarily in central and northern Georgia, southeastern Tennessee and northeastern Alabama. Cessna plans to position six additional MSUs this year including one in Canada and a second in Europe. MSUs are now serving customers domestically from locations in Texas, California, Colorado, Indiana, Florida, Georgia,

Ohio and North Carolina. In addition, Cessna currently operates one MSU in France. Cessna’s mobile units provide planned and unplanned maintenance in customer hangars. The specially outfitted trucks carry many tools and equipment found in Cessna Citation Service Centers and can handle a variety of procedures including engine exchanges. Cessna MSUs are key components of Cessna’s ServiceDirect initiative, which also includes AOG Go Teams, the Air Response Team, HomeService and Temporary Personnel Support.

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287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, NDH, ....................$139,950

Two Cessna Skyhawks

CESSNA HELD ANNUAL CITATION CUSTOMER CONFERENCE IN WICHITA Cessna Citation owners from around the world gathered early in May at Cessna’s headquarters in Wichita for the annual customer conference which featured company updates, technical briefings, supplier presentations and keynote speeches from Robert Wilson, son of Holiday Inn hotel chain founder Kemmons Wilson, and retired U.S. Air Force Brig. Gen. Steve Ritchie, the country’s last fighter ace. “We are very excited about the level of interest from our Citation owners in this year’s conference, which seems to mirror what many experts are saying about the resumption of growth in business jet operations,” said Brad Thress,

senior vice president, Cessna Customer Service. The two-day conference provided opportunities to exchange ideas with other Citation pilots, maintenance directors and operators. Many of the sessions had question and answer formats so Cessna and Cessna customers got an opportunity to learn in a collegial environment. In addition to updates on the latest technical and operational aspects of Citation ownership, attendees got up-todate information on Cessna’s overall activities and strategies for the future. For more information, visit www.cessna.com.

CESSNA CITATION CJ4 GAINS EASA CERTIFICATION Cessna Aircraft Company, has announced the Citation CJ4 business jet has gained type certification from the European Aviation Safety Agency. The CJ4 gained U.S. Federal Aviation Administration certification in March 2010. The CJ4 made its European debut at the European Business Aviation Convention and Exhibition in Geneva in May 2010 and the first European delivery took place in October of that year. The Citation CJ4 is the newest and largest member of the popular CJ family of business jets, which also includes the CJ2+ and CJ3. The CJ4 is approved for single-pilot operations and shares a com-

mon pilot type rating with the other CJs (a pilot rated to fly any one of the CJs is rated to fly them all). Retail price for a typically equipped CJ4 is $9 million. The CJ4 has a range of 2,002 nautical miles (3,710 kilometers) and a top speed of 453 knots (839 kilometers an hour). The aircraft has a takeoff roll of 3,130 feet (954 meters) at maximum takeoff weight. The CJ4 is powered by two Williams International FJ44-4A full authority digital engine control engines and features a four-screen Collins Pro Line 21 avionics suite. For more information, go to Cessna.com.

L SO 1971 Bellanca Super Viking 17-31A Completely Refurbished in 2002 and Hangared, 3478 TTSN, 1311 SMOH, Digital IFR, A/P, Like New, ,...........$49,950

1980 Cessna 172 N 250 SFRMAN, 5600 TTSN, King Digital IFR, DME, Garmin Transponder, Original Paint and Interior. NDH.........................................................SOLD 1973 Cessna 172M Skyhawk 3650 TTSN, 1950 SNEW Engine, King Digital IFR, GPS, long-range fuel tanks..............................SOLD

L SO

1977 Cessna 172N

1976 Piper Archer II 181

180 HP with Constant Speed Prop, STOL KIT, 3100 TTSN, 900 SMOH, Apollo IFR, Color moving map GPS, S-TEC Autopilot, new paint and interior, NDH...........$59,950

King Digital IFR, Garmin 150 GPS, 2000 SFRMAN, 7400 TTSN, NDH ........$33,950

1967 Piper Cherokee 140

1973 Piper Cherokee 180

3745 TTSN, 1496 SMOH, 371 STOP, Color GPS, S-Tek 20 A/P, Well Maintained, NDH, Hangared............................................$24,950

15 SMOH, 3948 TTSN, King IFR, Autopilot, NDH...............................................$39,950

1978 Cessna 152

1975 Cessna 150M

0 SMOH, 10,050 TTSN, Digital VFR, NDH, .......................................................$24,950

3478 TTSN, 1650 SMOH, 380 STOP, nice original airplane, NDH ..................$24,950

File Photo

AVAILABLE: FLIGHT SCHOOL / OFFICE SPACE 927 sq. ft. plus 10 tiedowns - $999.00 Robert Coutches

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

www.americanaircraft.net

Celebrating Twenty-Seven Years of In Flight USA

June 2011

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

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

Phone: (650) 358-9908

Fax: (650) 358-9254 ,Q $OSKEHWLFDO 2UGHU

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

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

=PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT !

:;6/3 */ 3: ;; .HYTPU :3 .;: ^ 4VKL * .HYTPU .7: + ,_[YH SHYNL [PYLZ K\HS O`K H\YSPJ IYHRLZ TVYL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! (TVYL 3PNO[ :WVY[Â¯0[HSPHU :[`SL ,_JS\ZP]L ;,*5(4 KLHSLY MVY *HSPMVY UPH -V\Y TVKLSZ WS\Z UL^ 7 ; [^PU >LZ[ *VHZ[ :WVY[ (PYJYHM[ ^^^ ^LZ[JVHZ[ZWVY[HPYJYHM[ JVT ^^^ [LJUHT JVT !

>(9)09+: 1,;:

:LULJH 00 :46/ 5HYJV *LU[\Y` 000 5L^ 7 0 NSHZZ HUU\HS 6)6 )VI *\SSLU *OPUV (PY JYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

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

:LULJH 00 ;; :46/ .HYTPU -\SS KL PJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !

3LHY ;)6 HSS YLJVYKZ 9=:4 3 9 M\LS 7HY[ HPY HTI\ SHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

(a[LJ ;; :46/ :76/ 5+/ HSS SVNZ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

-HZ[ [YHJR ZVHYPUN [YHPUPUN (YPaVUH :VHYPUN ,Z[YLSSH :HPSWVY[ 4HYPJVWH (A

7PWLY (a[LJ - ;; :46/ )LUKP_ 9+9 YHKHY /:0 (S[P TH[PJ ? H W +LJLTILY HUU\HS [YHKL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !

:;05:65 :[PUZVU )LH\[PM\S YLZ[VYH[PVU -YHURSPU LUNPUL .( ) ^ :;* MVY OW M\SS N`YV WHULS 4J*H\SL` WYVW )LJRLY [_W (; * M\SS N`YV WHULS ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! :[PUZVU ;; :46/ :5,> :LUZLUPJO WYVW 0*: WS\Z UH] JVT 5HYJV (; [_W HUU\HS >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 .;: ;; WSH[P U\T LUNPUL : ;,* ? ;(>: KLPJL ?4 ^LH[OLY ;HUPZ OLH[LY TVYL 9L K\JLK >PZJVUZPU (]PH[PVU >H[LY[VÛ 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! *PYY\Z :9 .;: ;; (]P KÙL -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[VÛ 4\UPJPWHS (PY WVY[ >0 >PZJVUZPU( ]PH[PVU JVT !

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

/64,)<03;: ;OL :\WLY :[HSSPVU :P_ 7SHJL -S` MHZ[LY MHY[OLY JHYY` TVYL MVY SLZZ JVZ[ (PYJYHM[ +LZPNUZ MH_ !;-5 5L^ AVKPHJ */ ?3 :3:( ;; .HYTPU .4( ^ 4) :3 +PNP-SPNO[ 00 ,-0: + ^ IH[[ IHJR\W TVYL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

:(0373(5,: :6(905.

.SPKLY 0UZ[Y\J[PVU ;V^PUN 3LZZ [OHU HU OV\Y Z KYP]L MYVT :HU 1VZL 4VU [LYL` HUK :HU[H *Y\a /VSSPZ[LY :VHYPUN *LU[LY /VSSPZ[LY 4\UPJPWHS (PYWVY[ ^^^ :VHY/VSSPZ[LY JVT

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

40:*,33(5,6<: (09*9(-; Â¸+VPUN P[ YPNO[ [OL MPYZ[ [PTL Â¹ /VTL VM 7LUPUZ\SH H]PVUPJZ ZHSLZ ZLY]PJL 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V *( (PYWVY[ 3HYY` :OHWPYV ! *VTTVU^LHS[O :R`YHUNLY ;; :46/ (WVSSV :3 LSLJ[YPJ Z`Z[LT ^OLLSWHU[Z 9LJLU[ MHIYPJ ;Y\L [YVWO` ^PUULY 6)6 :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 4H\SL 4? ) ;; 0-9 > H]PVUPJZ WHJRHNL 4HU` L_[YHZ HUK VW[PVUZ ( NYLH[ KLHS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !

-30./; 05:;9<*;065 =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 (MMVYKHISL 4\S[P ,UNPUL ;YHPUPUN :\U KHUJL -S`PUN *S\I 7HSV (S[V *( ^^^ MS`Z\UKHUJL VYN (LYVIH[PJ ;YHPUPUN Â· MVY ZHML[` MVY ZRPSS MVY M\U 3VJH[LK 5VY[OLHZ[ (S HIHTH (WWHSHJOPHU -VV[ /PSSZ .YLN 2VVU[a (LYVIH[PJZ ^^^ NRHPYZOV^Z JVT +PZJV]LY` -SPNO[Z -SPNO[ PUZ[Y\J[PVU MVY ZPUNSL T\S[P LUNPUL 0-9 )-9 07* )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! <U\Z\HS ([[P[\KL *V\YZLZ :WPU ;YHPU PUN *LY[PMPJH[PVU )LNPUUPUN [OY\ HK ]HUJLK HLYVIH[PJ 7HSV (S[V :HU *HYSVZ HUK /H`^HYK *( >LZ[ =HSSL` -S`PUN *S\I ^^^ ^]MJ VYN (PY 6W[PVUZ :LHWSHUL :JOVVS -(( HPY WSHUL ZPUNSL LUNPUL ZLH YH[PUN ;YHPUPUN *LU[LYZ H[ 3HRL /H]HZ\ HUK 7OVLUP_ (A ^^^ HPYVW[PVUZSSJ JVT

7967,33,9: *VTWSL[L 7YVWLSSLY .V]LYUVY :LY ]PJL ;PMMPU (PYL ;PMMPU 6/ :\SSP]HU 7YVWLSSLY :WLJPHSPZ[Z /H` ^HYK *(

(09*9(-; 7(9;: 7(9;: 5L^ 7PSV[ :\WWS` 7HY[Z :[VYL ^P[O SHYNL NLULYHS WHY[Z HUK H]PVUPJZ PU]LU [VY` *LZZUH :PUNSL ,UNPUL :LY]PJL :[H[PVU ^ THU` *LZZUH WHY[Z PU Z[VJR -S` PU VY KYP]L PU =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT !

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

(PYJYHM[ :WLJPHSPZ[ <ZLK 7HY[Z SHUK PUN NLHY JVU[YVS Z\YMHJLZ 1 ; ,]HUZ (PYJYHM[ :HSLZ 6YSHUKV -3

(09*9(-; 05:<9(5*,

-<,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

-\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 >(9505. +VUÂ»[ L]LU [OPUR VM JHSSPUN HUV[OLY HNLU[ \U[PS `V\Â»]L JHSSLK (]PH[PVU 0UZ\Y HUJL 9LZV\YJLZ MPYZ[ (JJLZZ [OL LU[PYL THYRL[ ^P[O Q\Z[ VUL JHSS )LZ[ YH[LZ )YVHKLZ[ JV]LYHNL (SS THYRL[Z ;VSS MYLL ^^^ (09 796: JVT !;-5

(09*9(-; >(5;,+ 0TTLKPH[L *HZO MVY (PYJYHM[ (PYJYHM[ (WWYHPZHSZ 9VILY[ *V\[JOLZ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK *( MH_ ^^^ HTLYPJHUHPYJYHM[ UL[ !;-5

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

(09*9(-; -69 9,5;

*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

)LLJOJYHM[ 7HY[Z (SS TVKLSZ )VUHUaH [OY\ /H^RLY 4VYL [OHU WHY[ U\TILYZ PU Z[VJR 5L^ V]LYOH\SLK \ZLK :LSLJ[ (PYWHY[Z >L`LYZ *H]L =(

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

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

7VY[HISL *VSSPZPVU (]VPKHUJL :`Z [LTZ ;OL ^VYSK Z MPYZ[ HUK VUS` WVY[H ISL ^P[O KPYLJ[PVU .7: PU[LNYH[PVU ;Y` ?9? YPZR MYLL MVY KH`Z ,_JS\ZP]LS` H[ 7*(: JH 7*(:

(09*9(-; -05(5*05. .L[ [VW YL[HPS MVY `V\Y HPYJYHM[ (PYJYHM[ ZHSLZ QL[ ZHSLZ THUHNLTLU[ MPUHUJPUN <:( (PYJYHM[ )YVRLYZ !;-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 !

:WLJPHS MPUHUJPUN H]HPSHISL )PN KV^U TPUPT\T JYLKP[ VU SLHYU [V MS` HPYJYHM[ Z HUK Z H]HPSHISL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

-VY 3LHZL TVU[OZ *LZZUH *P[H[PVU :V]LYLPNU ;;:5 /VUL`^LSS ,70* ZLYPLZ (PYZOV^ > ZJYLLUZ *\Z[VT 7 0 *HSS :[L]L VY 1PT :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

.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,-

(=0650*:

49? KPNP[HS YHUNL HS[P[\KL HUK ?9? WVY[HISL Z`Z[LTZ A(65 -SPNO[ :`Z[LTZ ^^^ aHVU HLYV

:[H[L VM [OL HY[ UP[YPSL Y\IILY M\LS JLSSZ ^ H\[VJSH]L J\YLK ZLHTZ HUK PU [LNYH[LK M\LS ]HWVY IHYYPLY 5V /HZZSL `LHY ^HYYHU[` Z\WWVY[ --* -SVH[Z -\LS *LSSZ 4LTWOPZ ;5 ^^^ MMJM\LSJLSSZ JVT

6?@.,5 :<7730,:

!;-5

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

Celebrating Twenty-Seven Years of In Flight USA

64 *V]PUN[VU (PYJYHM[ ,UNPULZ 6RT\SNLL 62 9HKPHS +P] ;\YIPUL +P] *\Z[VT I\PS[ :[YH[VMSL_ OVZL HZZLT ISPLZ OVZL RP[Z -HZ[ ZLY]PJL X\HS P[` ^VYRTHUZOPW ( , 9 6 :OVW L_[ OVZLZOVW'HLYVPUZ[VJR JVT 4HNUHMS\_PUN A`NSV PUZWLJ[PVUZ LUNPUL WYLWZ THJOPUPUN *VTWSL[L V]LYOH\SZ VU HSS *VU[PULU[HSZ 3`JVT PUNZ -S` PU KYVW P[ VMM *VYVUH (PYJYHM[ ,UNPULZ *VYVUH (PYWVY[ *( ^^^ JVYVUHLUNPULZ JVT

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

7(05;05. <7/63:;,9@ (PYJYHM[ 0U[LYPVYZ OHUKJYHM[LK J\Z [VT KLZPNULK (SS WYVK\J[Z ZLSM L_[PU N\PZOPUN HUK TLL[ Z[YPJ[ -(( JYP[LYPH )\JOHUHU (]PH[PVU :LY]PJLZ *VUJVYK *( -YVT 1LUU`Z [V 1L[Z *VTWSL[L PU[LYPVY YLM\YIPZOTLU[ :R` 9HUJO <WOVSZ[LY` 4HYPU *V\U[` (PY WVY[ .UVZZ -PLSK 5V]H[V *( :WLJPHSPaPUN PU .( JVYWVYH[L HPY JYHM[ .PV[[V Z (PYJYHM[ 0U[LYPVYZ :HU 1VZL 1L[ *LU[LY *( ^^^ NPV[[VHPYJYHM[PU[LYPVY JVT 7YVMLZZPVUHS (PYJYHM[ +L[HPSPUN -\SS` TVIPSL SPJLUZLK HUK PUZ\YLK 5VY *HS >PUN >H_LYZ 7HSV (S[V (PYWVY[ HUK 7L[HS\TH (PYWVY[ *( ^^^UVYJHS^PUN^H_LYZ JVT

/(5.(9: (]PH[PVU )\PSKPUN :`Z[LTZ J\Z[VT KLZPNULK OHUNHYZ ;LLZ ZOHKL WVY[Z 9 4 :[LLS *V *HSK^LSS 0+ !;-5 ; /HUNHYZ MVY :HSL ; /HUNHY H[ 3LUOHYK[ (PYWVY[ : ULHY (\YVYH 69 :V\[OLYU L_WVZ\YL WH]LK VY NYHZZ M[ Y\U^H` ^P[O SPNO[Z *HSS 9VU! !

-(33)9662 3 _ OHUNHY ,WV_` MSVVY HKKP[PVUHS LSLJ[YPJP[` HUK SPNO[PUN IPMVSK KVVY MVV[ PUNZ MVY TLaaHUPUL *VUZPKLY WHY[PHS [YHKL HUK JHZO (ZRPUN -VY TVYL PUMVYTH[PVU JHSS ! *HSPMVYUPH *P[` 4\UPJPWHS (PYWVY[ ;^V HPYJYHM[ OHUNHYZ ZX M[ VU WYP]H[L HJYLZ *VU[HJ[ :HT /LSSLY 9L 4H_ VM =HSLUJPH ZHT'ZHTOLSSLY JVT 7,;(3<4( 4<50*07(3 (09769; 6 *( ,_LJ\[P]L OHUNHY H]HPSHISL _ ZX M[ MVY )PMVSK KVVY Z[VYL MYVU[ LU[YHUJL LSLJ[YPJHS HUK ^H[LY PUJS\KLK HUK (>6: 000 HUK .*6 [V 6HRSHUK *LU[LY VU -PLSK *HSS )VI 7H[[LYZVU ! 5L^ /HUNHYZ MVY 9LU[ H[ >OP[LTHU (PYWVY[ 7HJVPTH *( PU UL^ =PZ[H (]PH [PVU *VTWSL_ *HSS 7LUU` [V YLZLY]L VY WLUU`']PZ[HH]H[PVU JVT 6UL 7PLJL /`KYH\SPJ +VVYZ 5L^ KL ZPNU NYLH[ WYPJLZ :JO^LPZZ ;OL +VVY 3LHKLY ]PZP[ IPMVSK JVT

-)6Z )YPKNLMVYK -\SS :LY]PJL -)6 3PUL ZLY ]PJL OV\Y JHYK SVJR )YPKNLMVYK -S`PUN :LY]PJL 5HWH *( ^^^ IMZUHWH JVT ! 6UL :[VW :LY]PJL -)6 .HYTPU . JLY[PMPLK =PZ[H (]PH[PVU >OP[LTHU (PY WVY[ 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT !

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

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6. 2.

Photos by Sagar Pathak

1. A two inch spaceman toy poses in front of the Space Shuttle as the RSS slowly retracts from the Orbiter. 2. With the 7.3 million pounds of thrust generated during launch, the shuttle will accelerate to more than 17,500 mph to reach Earth orbit. 3. With over 800 journalists from around the world, security was tight. 4. The reusable Solid Rocket Booster provides about 85 percent--6.6 million pounds--of the main thrust to propel the Space Shuttle off the launch pad and up to an altitude of about 150,000 feet where they then separate and fall back to earth. 5. One of two specially designed NASA ships, the Liberty Star retrieved the Solid Rocket Booster from approximately 122 miles downrange and takes it back to the Kennedy Space Center. 6. Just a few hours before dawn and the launch of STS-134, Endeavor is bathed in Xenon lights as viewed from 3 miles away, the closest mankind can safely be without being in danger. 7. Lead by Lt Cmdr Mark Kelly, the crew of STS-134 stop for a final wave before boarding their "Astrovan" and begin the 20 minute ride to the Space Shuttle.

Soaring With Sagar: Go For Launch Continued from Page 41 layer of clouds formed over Endeavor. But the ever-vigilant 45th Weather Squadron from Patrick AFB kept an eye on the outlook as they do for every single launch and landing. All forecasts said it was good to go! The giant clock, located a mere three miles from the Space Shuttle ticked down. T-minus three hours turned into minutes. The Launch Control Center, located right across the street, had given the green light for the Shuttle to make another attempt to take Cmdr. Mark Kelly and his crew to space on this penul-

timate flight for the NASA Space Shuttle program. But it was no less exciting then the first. A large speaker counted down. Tminus nine minutes and the countdown has resumed....T-minus seven minutes – Hydraulic power system (APU) start...Tminus two minutes – crew closes visors...T-minus seven seconds – main engine start...3...2...1...Ignition! The smoke plume was larger then I had ever seen. For a split second I hesitated and didn’t press the shutter button on my camera. I was told that the actual liftoff would not occur till seven seconds after

the ignition, so I waited. The flame in the viewfinder grew brighter and brighter. It was like looking directly into the sun, but I didn’t dare take my eye off of it. The rumble hit us, as did the sound of the rockets turning fuel into pure power. Higher and higher it went, and 22 seconds after the Solid Rocket Boosters fired, Endeavor went into the clouds and out of our view. From what I’m told, that was the shortest viewing of any Space Shuttle launch ever, but for me, it was the longest I had ever seen. And knowing that there were six human beings setting out on the

ultimate adventure made it all worthwhile. Hundreds of thousands of people all across the globe united together so that this mission could take off. This adventure was not about six human beings, but about the rest of mankind coming together and sharing in that ultimate adventure, travelling to space. In it’s own way, this trip was my own little adventure. Travelling across the country, at the whim and mercy of nature and NASA, and wanting nothing but to witness the start of another groups journey. Granted my view was pretty nice, but I think their view was a little bit better.

Celebrating Twenty-Seven Years of In Flight USA

June 2011

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