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In Flight USA Celebrating 30 Years
4
ON
THE
November 2013
COVER
THUNDERBIRDS AND BLUE ANGELS WILL PERFORM IN 2014 By Karen Parrish American Forces Press Service entagon officials announced a plan that will enable the military services to resume conducting community and public outreach activities in the new fiscal year, but at a significantly reduced capacity, Oct. 18, 2013. This cost-cutting measure will yield a savings of $104 million in fiscal year 2014. Defense Secretary Chuck Hagel outlined the Pentagon’s new strategic approach to community outreach in an internal memorandum to service chiefs and other military leaders. Many activities, including the Blue Angels and Thunderbirds air demonstration teams, will resume, but at a more limited frequency than in previous years. “Even given the austere fiscal climate, Secretary Hagel believes the Defense Department must preserve vital links between service members and communities across the country,” said Pentagon Press Secretary George Little.
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Little said that the new guidelines are part of a careful balancing act and demonstrate the Department’s determination to make the most efficient use of resources. Community outreach brings Americans together in communities across the nation and helps inspire some to serve, builds support at home for those deployed in harm’s way, and helps to ensure education, employment and wellness initiatives evolve to serve veterans, Hagel noted in the memo directing these changes. Community engagements have tangible value in that they “showcase our superior combat power, demonstrate readiness to defend the nation, and help to preserve the all-volunteer force,” Hagel wrote. “It is unfortunate that sequestration restrictions have kept us from connecting with nearly a half-billion people worldwide over the last six months, and required us to withdraw support from more than 2,800 events throughout the country,” the secretary wrote. Continued on Page 19
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TABLE Volume 30, Number 3
OF
CONTENTS
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
November 2013
ON THE COVER COVER STORY
FEATURE
THUNDERBIRDS & BLUE ANGELS WILL PERFORM IN 2014
NEVER WASTE A BFR Photos & Story By Sagar Pathak Page 28
Page 4 Cover Photo Courtesy of USAF Thunderbirds
NEWS Deciding our Fate ..........................................................................8 GAMA on ICAO Climate Change Resolution ..............................8 GAMA Testifies on FAA’s Certification Process..........................8 Wisconsin Honors Poberezny ....................................................10 Texas Based Mooney Announces Comeback ..........................13 EAA Lifetime Member Wins Sweepstakes Stearman................13 Red Bull Air Races Returns in 2014 ..........................................29 Cessna Calls for Airlift Volunteers ............................................30 GAMA Releases 3rd Quarter Shipments....................................37 Air Show Hall of Fame Inductees ..............................................44 Lee Lauderback Inducted to EAA Warbirds Hall of Fame ........48 A Call to Honor Tom Poberezny..................................................49 Blue Angels at Sun ‘n Fun 2014..................................................49 49 RVs Set New Formation Record ............................................52 Business & Rotor News ..............................................................57
FEATURES & SPECIAL SECTIONS
COLUMNS
Editorial: Pilot In Command By Ed Downs ................................................................6 Passing Your Medical with Hypertension By Susan Biegel, M.D. ..............................................12 Another Runway Opens at O’Hare By Larry E. Nazimek ................................................14 C-17 Flight Nostalgic for Father-Son Airmen By Senior Airman Tom Brading ......................................20 GA Airport Makes Comeback in Texas By Dan Namowitz ..........................................................24 A True Airpower Giant, Brig. Gen. Risner By Gen. Mark A. Welsh III ..............................................27
Contrails: Dragging Nylon by Steve Weaver ..............17 Homebuilders Workshop by Ed Wischmeyer ............22 What’s Up?!: Cleared for Takeoff by Larry Shapiro ......26 Flying WIth Faber: A Visit to Macau by Stuart J. Faber ............31 Goodies and Gadgets ......................................37 From Skies to Stars: Casual Night Out by Ed Downs ..................40 Safe Landings: GA Fuel Issues......................................41 The Pylon Place: Reno Air Races Part II by Marilyn Dash ..............45
2013 AOPA Summit Coverage ....................................34 2013 NBAA Convention Coverage ......................................42
DEPARTMENTS Headlines Online (www.inflightusa.com) ....................7 Calendar of Events ........................................................9 Classifieds ....................................................................56 Index of Advertisers ....................................................58
IN FLIGHT USA’S SPECIAL 30 YEAR ANNIVERSARY YEAR
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In Flight USA Celebrating 30 Years
6
Editorial
November 2013
By Ed Downs
PILOT efore I launch into a variety of viewpoints and opinions, please read the following news announcement that was recently received by In Flight USA from the EAA:
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EAA Declines FAA Exemption for Young Eagles, Eagle Flights Pilots EAA has notified the FAA that it is declining a partial grant of exemption that would have allowed Young Eagles and Eagle Flights pilots to obtain reimbursement for fuel costs and logging of flight time. While EAA welcomed the time the agency spent considering and formulating the partial exemption, its mandated record-keeping, coordination, and notification requirements would cause complete restructuring of the program with enormous time and expense burdens. Sean Elliott, EAA’s vice president of advocacy and safety, stated in a letter to John S. Duncan, FAA director of Flight Standards Service, that, “EAA sincerely appreciates the substantial efforts of the FAA in reviewing, publishing for comment, analyzing, and finally granting an exemption in response to EAA’s petition
IN
dated April 17, 2012. Unfortunately, EAA is unable to accept the exemption because of the severe requirements imposed by the FAA grant.” The FAA’s Partial Grant of Exemption 10841 would require EAA to maintain a record of all fuel disbursements under the exemption. The partial exemption would also require notification of all flight operations to the local Flight Standards District Office (FSDO) in advance and provide a copy of the exemption to that FSDO no less than 72 hours prior to each event. Such requirements would end the ability for Young Eagles and Eagle Flights programs to operate in a decentralized and autonomous manner as is now done. “Meeting this requirement would literally be impossible for EAA without a total restructure of the EF/YE programs and an unaffordable and questionable investment of assets in a brand new chapter monitoring, data gathering, and approval system,” Elliott wrote. EAA also finds other aspects of the exemption requirements to be problematic, such as the prohibition on pilots of amateur-built aircraft from claiming the
COMMAND reimbursement even if they met all other requirements. “EAA believes that the program conversion that would be required to meet the FAA’s record-keeping, coordination, and notification requirements would be unaffordable, disruptive, and counterproductive,” Elliott added. “Therefore, EAA regretfully will not exercise the privileges of exemption 10841, and does not intend to renew it.” Did you take time to read between the lines? Let’s take a look at what is really going on here. The EAA Young Eagles program is a carefully structured effort to introduce youth to the wonders of flight and the educational opportunities and challenges afford by aviation. Each Young Eagles event is specifically sanction by EAA headquarters and conducted under the jurisdiction of local EAA chapters. The EAA maintains a dedicated staff to manage this program and insure continuity and safety. Volunteers offer up their skills and aircraft to participate, all at their own expense. As the years have passed, fuel costs that were under two dollars per gallon
when the Young Eagles program started, have now lurched beyond the six dollars per gallon mark. Given the worth of Young Eagles, it is fair to consider that some form of compensation be allowed to help cover fuel cost. But here is the rub. The FAR’s make it very clear that a private pilot may not charge for flying. A non-commercial pilot may share the expense of flying, but only if on a pro-rated basis, in other words, the pilot kicks in some money. A non-commercial pilot may use a plane for the conduct of business, but only if it is incidental to the business at hand. A non-commercial pilot may fly a passenger that is paying for the flight service through an IRS approved charitable organization, but cannot be paid for the flight. There is no doubt that receiving any form of compensation for the use of fuel in a Young Eagles flight does hit upon these restrictions, so allowance of such a payment would need to be done under a specific set of circumstances that allow for an “exemption” to the regulations. Regulatory and aircraft operational exemptions are not unusual. In fact, Continued on Page 11
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Enjoy your flight...
November 2013
HEADLINES ONLINE
www.inflightusa.com
7
A PATRIOTIC TRIBUTE IN RED, WHITE & BLUE! Visit In Flight USA’s website to read these stories and more...
at www.inflightusa.com
BREITLING PLANE RACES BENTLEY’S FASTEST CAR ON NEVADA RUNWAY Swiss Watchmaker and British Auto Manufacturer Highlight 10-Year Anniversary of Partnership with Exhibition Run During Reno Air Races The two most prolific forms of transportation to rise from the 20th century were front-and-center as Breitling’s CAP 232 airplane challenged David Martin flew the Breitling CAP Bentley’s Continental GT Speed flagship coupe 232 and Guy Smith was at the wheel to an exhibition race at the world famous of the Bentley Continental GT Speed. National Air Race Championships in Reno, Nev. on Sunday, Sept. 15. Read more...
FIVE QUESTIONS WITH MISSOURI CONGRESSMAN SAM GRAVES NBAA caught up with Rep. Sam Graves (R-6MO) to hear his thoughts on general aviation (GA), the GA House Caucus, which he co-chairs, and why he attended the 2013 NBAA Business Aviation Convention & Exhibition (NBAA2013) in Las Vegas, Nev., where he was a keynote speaker at the Opening General Session on Oct. Rep. Sam Graves at NBAA2013. 22. Read more... (NBAA Photo)
SCHUBACH AVIATION-SPONSORED SHELTER DOG “CHARLIE”FLIES THROUGH FIRST PHASE OF OBEDIENCE TRAINING Through Shelter to Soldier, the rescued 15month-old terrier/bulldog mix is off to a good start to becoming a certified service companion. Despite a puppyhood filled with abuse and neglect, rescued former shelter dog “Charlie” is flying through his first phase of basic obedience Charlie shakes hands with Shelter to training on his way to becoming a certified servSoldier Founder Graham Bloem. ice companion to a U.S. military veteran with Post (Shelter to Soldier) Traumatic Stress Disorder (PTSD). Read more...
YOUNG PILOT FIRES UP CROWD WITH SPECIAL FLYOVER By EAA Staff Jack Lindsay, 18, a senior at Hudsonville High School, Michigan, helped pump up his fellow students at the school’s homecoming in October when he and two other pilots did a ceremonial flyby before its Friday night football game against Grand Haven. It was Jack’s idea to do something special after becoming a certificated private pilot in late August. Read more...
Young pilot Jack Lindsay, center, Pat Conroy (left), and flight instructor Gary Lewis flew the three-ship formation for Hudsonville High School’s homecoming. (EAA.org)
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In Flight USA Celebrating 30 Years
8
November 2013
DECIDING OUR FATE By Mark Baker President and CEO AOPA equestration cuts are back and they’re going to hurt. Congress has told the FAA it must cut about $700 million from its budget for 2014, and you can bet that at least some of those cuts will come from general aviation. In fact, the last time this happened, the FAA tried to take almost all of the mandated budget cuts from general aviation programs. You may remember that the agency threatened to close more than 140 control towers, almost exclusively at GA airports. Eventually our friends in Congress had to step in to prevent that from happening. With that experience still fresh in our
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minds, we know we can’t afford to wait for the FAA to tell us what it plans to eliminate. This time, we need to choose our own fate. We know cuts will have to be made and some cuts make more sense than others. So, we are being proactive and working with other GA organizations to help the FAA find ways to cut costs without damaging general aviation. Together with EAA, GAMA, HAI, NATA, and NBAA, we are taking a close look at the FAA budget. We’ve already identified about $150 million in savings. And we believe we can find at least $500 million. How will we do it? Well, let’s start with flight services. We think we can save $75 million a year by getting rid of
redundant services and expanding webbased access to the system. That doesn’t mean getting rid of live briefings, but it does mean focusing spending on the services pilots use most. We also have a lot of aging infrastructure in this country that we could do without. Today there are 967 VORs nationwide. Most of them are past their economic service life, and just keeping them running is getting expensive. If we could get rid of about half the VORs and pare down to a basic network, we could save about $55 million annually. The same idea applies to instrument approaches. Some airports have seven, eight, or more approaches to a single runway end. In addition to one or more RNAV approaches and an ILS, a runway
GAMA WELCOMES ICAO RESOLUTION
The General Aviation Manufacturers Association (GAMA) welcomed the Oct. 4 approval by the 38th General Assembly of the International Civil Aviation Organization (ICAO) meeting in Montreal of a resolution that addresses greenhouse gas emissions from aviation. ICAO’s 191 member countries agreed to develop a single global marketbased measure (MBM) for aviation emissions from 2020, the specifics of which are to be decided at ICAO by 2016. In addition, detailed technical discussions lie ahead as governments work on the monitoring, reporting and verification standards for such a scheme. “The ICAO resolution is the result of tough negotiations among many countries and stakeholders and demonstrates the commitment of the global aviation
industry to do its part to mitigate aviation’s effect on the environment,” said GAMA President and CEO Pete Bunce. He added, “It also represents an emphatic statement about the primacy of ICAO as the only appropriate forum for the development of global rules for aviation.” Bunce continued, “The ICAO resolution importantly highlights the fact that MBMs are only one among a number of tools that are required to reduce aviation emissions. Technological improvements, including alternative fuels, operational efficiencies and infrastructure improvements, are also vital to make real inroads into reducing aviation’s emissions. Industry, including GAMA’s member companies, have been delivering more efficient aircraft for years.”
ON
may have NDB, VOR, and other types of procedures. Every single one of those approaches costs between $1,500 and $3,000 a year to maintain, but only a few of them are ever used. If we got rid of the procedures that pilots don’t fly, we could easily save another $4 million a year. And this is just a start. We will be looking at other FAA programs, including NextGen, to find additional savings. We’re taking this approach because we want to protect the GA community. And that means we want your input, too. If you’ve got ideas about how the FAA could cut costs without hurting GA, drop me an e-mail at FAACostSavings@aopa.org. Then stay tuned. This is an issue I guarantee you’ll be hearing much more about.
CLIMATE CHANGE
The ICAO resolution also states that the administrative burden of compliance with an MBM should not exceed the environmental benefit derived from adherence to the scheme by small operators or states, and that authorities consider exempting such operators when the burden does exceed the benefit. In addition, states that are developing or implementing existing MBMs for international aviation are required to “engage in constructive bilateral or multilateral consultations” with other states before applying measures to those other states’ operators. Bunce stated, “The resolution’s language on administrative simplicity and cost and against the unilateral imposition of regional or national MBMs on international aviation are welcome, and the latter is an important reaffirmation of the
basic principles underlying the Chicago Convention.” “We also welcome the resolution’s endorsement of the path-breaking technical work of the last four years by the global aviation industry, regulators and other stakeholders to develop a CO2 standard for aircraft by 2016,” Bunce said. “GAMA and its member companies have been proudly at the forefront of these efforts and remain committed to development of the first-ever such standard for aircraft.” For more information, find ICAO’s report of the results of the 38th General Assembly at www.icao.int/Newsroom/ Pages/mbm-agreement-solid-globalplan-endoresements.aspx
GAMA TESTIFIES BEFORE U.S. HOUSE AVIATION SUBCOMMITTEE ON FAA’S CERTIFICATION PROCESS The U.S. House Aviation Subcommittee, chaired by Congressman Frank LoBiondo (R-NJ), held a hearing Oct. 30 to review the FAA’s efforts in ensuring a more efficient, effective and safe certification process in the future. Pete Bunce, President and CEO, testified on behalf of the General Aviation Manufacturers Association (GAMA). “The FAA certification process must change,” Bunce said. He added, “The uncertainty and inefficiency of the FAA’s current certification practices and processes stymies safety innovation by slowing the ability to get needed products to the field quickly. It also restricts indus-
try growth and has resulted in missed business opportunities, negatively impacting decisions to invest in new projects, expand facilities and increase employment.” Bunce commended Congress for including Section 312, “Aircraft Certification Process Review and Reform,” in the FAA Modernization and Reform Act of 2012. Section 312 contains recommendations on how the FAA should address certification process bottlenecks and minimize disruptions to the industry. Bunce highlighted two of those recommendations in his remarks: shifting the certification process toward a systems
safety approach with a focus on enhanced use of delegation programs, and developing a comprehensive means to implement and measure the effectiveness of certification process improvements. Bunce concluded his testimony by calling on subcommittee members to “challenge regulators, such as the FAA, to identify and implement reforms across the agency that will enhance the ability of users to more efficiently and effectively operate, while simultaneously promoting safety.” In this vein, he praised Congressional action on the Small Airplane Revitalization Act as a “critical first step
to regulatory reform through streamlining the FAA certification process and making real-world safety improvements.” The Small Airplane Revitalization Act would require the FAA to implement the recommendations of the FAA’s Part 23 Reorganization Aviation Rulemaking Committee (ARC) by Dec. 31, 2015. The ARC’s goal is to double safety and cut certification costs in half for light general aviation (GA) airplanes. GAMA’s written comments are available online at www.gama.aero/ node/12452.
November 2013
www.inflightusa.com
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We’ve Waited Long Enough Eighteen months ago, AOPA HUK ,(( Ă„SLK H WL[P[PVU [V L_WHUK [OL KYP]LYÂťZ SPJLUZL TLKPJHS Z[HUKHYK >L THKL H Z[YVUN JHZL [OH[ WPSV[Z ^OV Ă…` YLJYLH[PVUHSS` JHU KV P[ ZHMLS` ^P[OV\[ NVPUN [V [OL [YV\ISL HUK L_WLUZL VM NL[[PUN H [OPYK JSHZZ TLKPJHS JLY[PĂ„JH[L When the public was given a chance to comment on our proposal, 16,000 people and organizations put their thoughts on record with the FAA. And almost all of them said our idea was a good one. And then we waited, and waited, for the FAA to give us a response. We’ve been patient, but enough is enough. I raised this issue with the FAA administrator when I met with him in October. He told me that he is concerned about safety. That’s understandable. Safety is always our highest priority. But I feel sure this is a safe proposal. 3PNO[ :WVY[ 7PSV[Z OH]L ILLU Ă…`PUN ^P[O H KYP]LYÂťZ SPJLUZL TLKPJHS for 10 years, and there has never been an accident attributed to a medical issue. We think our plan would actually increase safety because it would require pilots to take recurring training on how to ZLSM JLY[PM` [OLPY Ă„[ULZZ [V Ă…` )` NP]PUN WPSV[Z KL[HPSLK PUMVYTH[PVU about topics like the warning signs of serious illness, the effects of altitude on medication users, and how to conduct a thorough selfassessment, the course would help pilots make better decisions. ;OLYL ^V\SK HSZV IL SPTP[Z VU ^OLU HUK ^OH[ WPSV[Z JV\SK Ă…` ^P[OV\[ a third-class medical. The proposal would only apply to singleLUNPUL HPYJYHM[ ^P[O OW VY SLZZ UV TVYL [OHU MV\Y ZLH[Z HUK Ă„_LK SHUKPUN NLHY 7PSV[Z JV\SK VUS` Ă…` PU KH`[PTL =-9 HUK JV\SKUÂť[ JHYY` more than one passenger. 0ÂťT JVUĂ„KLU[ [OH[ [OPZ PZ H ^PU ^PU ;OL -(( ^PUZ I` ZH]PUN TVUL` and improving safety. Pilots win the same way. This is important to tens of thousands of pilots, and we’ve waited long enough. So I want you to know that I will keep pushing FAA for an answer, and I won’t settle for “no.â€?
President & CEO, AOPA
*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HMMLJ[ `V\Y Ă…`PUN NV [V ^^^ HVWH VYN today.
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In Flight USA Celebrating 30 Years
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November 2013
WISCONSIN SENATE HONORS PAUL POBEREZNY On Oct. 17 the Wisconsin State Legislature honored the life and public service of EAA Founder Paul Poberezny, who passed away on Aug. 22. Senate Joint Resolution 53 “commends the life and public service of Paul Poberezny and mourns his passing.” Paul’s family was present, including son Tom Poberezny, former EAA president and CEO, who addressed Senate members. “On behalf of my family, I’d like to thank you for recognizing my father’s contributions,” he said. “My father was not a Democrat, not a Republican. He was a Wisconsinite.” Assemblyman Gordon Hintz, who represents the 54th Assembly District that includes Oshkosh, stated, “The Poberezny name is synonymous with aviation and specifically the Experimental Aircraft Association, or EAA, that he founded. By extension, it’s also synonymous with Oshkosh.”
2013 Senate Joint Resolution 53 October 4, 2013 - Introduced by Senators Cowles, Gudex, T. Cullen, Darling, Kedzie, Lassa, Lehman and Petrowski, cosponsored by Representatives Hintz, Bernard Schaber, Bernier, Bies, Goyke, Hebl, Hesselbein, Hulsey, Hutton, Jagler, Jorgensen, Kaufert, Knodl, Kolste, Krug, Murphy, Murtha, Ohnstad, A. Ott, Pridemore, Ringhand, Schraa, Spiros, Thiesfeldt, Tittl, Vruwink, Wachs, Weininger and Wright. Referred to Committee on Senate Organization. Relating to: the life and public service of Paul Poberezny. Whereas, Paul Poberezny, the founder of the Experimental Aircraft Association, was born on September 14, 1921; and Whereas, Paul piloted his first aircraft at the age of 15, the first aircraft he ever rode in, which was a single-seat glider he restored himself; and
Whereas, Paul was a veteran who served during World War II as a flight instructor in the Army and later became a member of the Wisconsin Air National Guard and flew a C-47 cargo plane during the Korean War; and Whereas, in 1953 Paul founded the EAA by bringing a group of aviation enthusiasts together in the basement of his home in Milwaukee; and Whereas, with Paul’s leadership, the EAA has grown into a worldwide organization with over 180,000 members and approximately 1,000 chapters; and Whereas, the EAA’s first yearly “flyin” was held in September 1953 with 22 aircraft, and the event grew into the EAA “AirVenture,” which now annually brings together close to 10,000 aircraft and more than 500,000 aviation enthusiasts, who refer to the event as “Oshkosh”; and Whereas, the EAA, now located in Oshkosh, operates the EAA AirVenture Museum and displays over 200 historic planes; and Whereas, Paul’s final flight was in April 2012 on one of his favorite planes, a vintage B-17 bomber; and Whereas, Paul passed away at the age of 91 on August 22, 2013, in Oshkosh; now, therefore, be it Resolved by the senate, the assembly concurring, That the legislature commends the life and public service of Paul Poberezny and mourns his passing.
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Editorial: Pilot in Command Continued from Page 6 FAR’s have, for many years, prevented the use of an amateur-built, experimental airplane for commercial (rent the plane and pay a CFI) flight instruction. That changed some years ago in keeping with the thought that training in specific experimental airplanes would be a great boon to safety. After a good deal of paperwork, a Letter of Deviation Authority (LODA) can be issued that does permit such an operation. There are simply too many examples of approved exemptions to list in this editorial. But apparently, this seemingly logical request for help with the Young Eagles program, intended to promote the education of our children, was just too much for the FAA to handle. The FAA came back with an incredibly complex structure that, amazingly enough, specifically excluded the use of amateur built, experimental aircraft. Such a response goes beyond the level of poor cooperation or lack of creativity – it is a directed insult. I applaud the diplomacy of the EAA announcement. It avoided criticism and finger pointing, opting not to take on the look and feel of most politicians today. It
can be assumed that the EAA is quietly looking for another approach as they, more than many other alphabet groups, wrote the book on recreational flying. The founders of the EAA knew that aviation, as we know it today, did not develop under the umbrella of a massive federal bureaucracy. In fact, there were no federal standards of any kind until the Air Commerce Act of 1926, which instructed the Department of Commerce to form a National Advisory Committee for Aeronautics (NACA). This advisory committee issued bulletins to states suggesting pilot training standards and provided early aircraft certification recommendations. It was not until 1938 that the aviation structure in the United States was federalized by the creation of the Civil Aeronautics Authority (CAA). Even then, many states retained their own standards. The entire airline industry was established with a privatized airway system, using radio aids and lighted airways owned by oil companies and the Ford Motor Company. It is interesting to note that not one of the early aviation pioneers would have met the standards now required of a modern private pilot appli-
1974 CESSNA A185F SKYWAGON
N4663C – 2045 TT, 565 SMOH, September Annual, 300hp, high70 compressions, Fluidyne 4000 retractable skis & tail ski, dual nav/coms, 1463 lbs. useful load, hangared in Midwest since new. Same owner last 25+ yrs!
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cant. In other words, aviation in this country did quite well without the massive weight of the FAA. In fact, the FAA is a latecomer, having entered the picture with the Federal Aviation Act of 1958. Even today, approximately 85 percent of all public use airports are in Class
P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254 Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor ........................................................................................................Toni F. Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen ......................................................................................................................Annamarie Buonocore Staff Contributors..................................................................................................S. Mark Rhodes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Production Editors ..............................................................................Anne Dobbins, Toni Sieling Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Web Design ..................................................................................................................Josh Nadler In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
1979 PIPER NAVAJO PANTHER
1981 PIPER ARCHER II
N8363Z – 5670 TT, 1970 SMOH, September annual, Collins IFR, Century 21 autopilot, 406 ELT, nice paint & interior, standby vacuum.
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1979 CESSNA 310R
2006 CIRRUS SR22-GTS
N708ES – 1730 TTSN, 170 SMOH, dual Garmin 430s, 55X AP, stormscope, Skywatch, XM WX, TKS, terrain, charts-capable, 12/12 annual, service center-maintained since new. Leaseback to Wisconsin Aviation wanted.
G airspace –meaning uncontrolled. The word “uncontrolled” does not refer to the pilot, but means the FAA has no IFR jurisdiction. One is compelled to ask, if so much of the success of this nation’s aviation Continued on Page 12
N2638Y – 9415 TT, 1100 SMOH, 1100 SPOH, rare 203-gal fuel, Garmin 430W, HSI, color radar, factory-certified for known ice, hangared in Midwest.
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November 2013
PASSING YOUR MEDICAL EXAM WITH HYPERTENSION By Dr. Susan Biegel, M.D. aving hypertension is not a death sentence to continuing to fly, but there are some tips to make your airman medical exam go much more smoothly and increase your likelihood of passing the first time. Get a good night’s sleep the night before the exam. Many times, my patients’ blood pressure will be significantly higher if they had a poor night’s sleep the night before. Don’t exercise right before your exam. Exercising naturally will raise the pulse and the blood pressure. This is normal! But please allow two to three hours for the blood pressure to come down before your exam. Last week I saw a patient who did his 30 mile bike ride the night before his physical. His blood pressure did not come down after 45 minutes and he doesn’t even have hypertension! Please don’t come bounding up the stairs as this can raise the blood pressure. Instead, take the elevator to the doctor’s office. Abstain from coffee, energy drinks and other caffeine containing products, the day of the exam. We want to give you the best chance of passing your exam without a return appointment. Take your blood pressure medications regularly. If you are on blood pressure medications, please make sure you take them consistently for two weeks before your appointment. Even though
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most blood pressure medications act immediately or in a day or two, the “water pill” diuretics may take two weeks to lower your blood pressure. Avoid eating salty foods as this can raise the blood pressure. Don’t rush the day of your exam; this can raise the blood pressure. Come early to your appointment. Don’t start out behind on your way to your aero medical exam; inevitably, you may hit traffic which will stress you and cause your blood pressure to be abnormally high. Take your time, come to the doctor’s office early, and sit and relax before your exam. For a first-time airman medical exam, after being diagnosed with hypertension, please be sure to bring an EKG from your treating doctor along with a chem 7, blood pressure readings from three different dates and a letter from your doctor stating you have no side effects from the medications. Good luck with your medical exam. My office is located in Upland, Calif., about seven minutes away from Cable Airport. My team is highly experienced, friendly and efficient. We go out of our way to get you certified with the minimum effort.
For more information, contact Dr. Susan Biegel at 909/985-1908 or visit www.susanbiegelmd.com. Dr. Biegel’s office is located at 1113 Alta Ave. Suite 220 in Upland, Calif. 91786.
Editorial Continued from Page 11 heritage and industry was, and is, not dependent upon the FAA, why even bother asking for permission. The rhetorical answer to that question has already been mentioned – the FAR’s. But perhaps those decision makers within the FAA could learn a bit from history and understand that we, the pilots in command, are not a bunch of suicidal morons set on self-destruction or rule braking. Throughout the history of flying, pilots have done a great job of solving complex problems without the need of a bureaucracy that’s primary function seems to be … well … being a bureaucracy. It is obvious to me that the FAA decision in this mater was based on the philosophy of “how do we deal with this reasonable request to support the Young Eagles program in a manner that prevents
a reasonable solution.” Frankly, the ASTM group (sport pilot and LSAs) could have figured out a positive solution in just days. Instead, the entire weight of the federal government is employed to figure out how not to get the job done. It is becoming increasingly apparent that current administration policies are being directed to inhibit private, recreational and business aviation, and this is just another example. Remember, you the reader are the pilot in command, and must accept safety and good judgment as your ultimate responsibility. Recent FAA decisions make it clear that political agendas are at the top of their priority list. But let’s be fair, I am sure Administrator Huerta will address these issues at the next major GA or business aviation event…if he attends. Shall we hold our collective breaths?
November 2013
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TEXAS-BASED AIRPLANE MANUFACTURER ANNOUNCES COMEBACK With New Funding, Mooney Sets Itself to Re-enter the Single Engine Market After a five-year hiatus from manufacturing single-engine airplanes, Mooney is pleased to announce that it will restart manufacturing at the beginning of January 2014 at its headquarters in Kerrville, Tex. New funding from Soaring America Corporation, a California-based Company will provide necessary capital to re-launch and sustain the legendary brand. Details of the financial arrangements will remain confidential. The company will continue to manufacture the Acclaim Type S, and the Ovation series. “It’s a new day for Mooney. And with a new investment group that is committed to the future, we’re expecting to make a strong move in the industry,” noted Barry Hodkin, Chief Financial Officer for the company. It’s been a long time coming and we couldn’t be more excited about our return to manufacturing one of the finest and most trusted airplane fleets in the industry.” The first order of business will be to hire and train a new workforce and reestablish the supply chain. The company is projected to recruit up to 100 people within the first year of operation. The company has a large variety of personnel needs that includes technicians, engineers, line workers, accounting and sales people. Within two years, the company is anticipating employing significantly more people depending on the demand for its products.
“While we expect to be reunited with some of our previous employees, we are confident we’ll attract new talent as we reenter this aviation space. We’re looking for the best and brightest people to help meet our vision for the future,” said Hodkin. The Acclaim Type S is recognized as the world’s fastest single engine airplane. The turbo-normalized airplane is home to more than 130 speed records with a normal cruise speed of 230 ktas and a service ceiling of 25,000 feet. The Ovation series has cruising speeds up to 190 ktas and a service ceiling of up to 20,000 feet. “It’s too early to provide the details, but we’ll have some very exciting announcements in the near future about the technological advances that will accompany the Acclaim Type S and Ovation series,” said Hodkin. During the difficult economic times starting in 2008, when single engine sales dropped by more than 30 percent compared to the year prior, Mooney ceased production. Over the last five years, the Company that was started by Al Mooney more than 80 years ago has remained in business, focusing on customer support for the Mooney planes still in service. Given more positive economic indicators and the unique market niche for Mooney airplanes, the company feels confident about a sustaining future in the industry. For more information, visit www.mooney.com.
EAA LIFETIME MEMBER WINS SWEEPSTAKES STEARMAN
EAA is pleased to announce the winner of the grand prize 1943 Boeing Stearman Model 75 biplane in the 2013 EAA aircraft sweepstakes. Ralph Lloyd, EAA Lifetime 777925, of Dunwoody, Georgia, received the call last month that he is the lucky winner after his name was drawn at 5 p.m. CDT in Oshkosh. A retired sales executive with Cessna Aircraft, he says this latest good fortune will get him back into the cockpit. Lloyd holds an ATP certificate with glider and seaplane ratings, although he is not current. Among his most memorable flight experiences are a first solo in the T6 and a first flight in the P-51 Mustang. “It certainly was a pleasant surprise,” Lloyd said. “I had entertained some
EAA Chapter 22 in Rockford, Illinois, has chaired the aircraft sweepstakes program for years. Pictured with the Stearman are (l to r) Wally Parson, chairman, and cochairs Tom Janusevic and Mike Petrie. (Courtesy EAA) thoughts of getting back into flying with an LSA, but had no real plans to fly recreContinued on Page 19
1947 PIPER PA-12 ‘SUPER CRUISER’ Three Place Classic with only 969 hours total time since new! 21 hours since complete airframe restoration. 21 hours since engine overhaul: Lycoming O-290-D2 135 H.P.! NARCO 120 COM, 150 TXP w/Enc, Cleveland W&B. Optional Electrical System. Complete & Original Logs – Including original Test Flight on 1-271947. Fresh annual inspection. An incredible value! .............................$54,500
1978 CESSNA 182Q SKYLANE II’ 2396 TT since New. 811 SMOH (O47OU), 1249 SMOH Propeller (1990). Cessna IFR w/King KN-64 DME, Flybuddy 820 GPS, 300A A/P. Skylights, LR fuel (Fresh bladders), 4 Place I/C, 914 Annual, Recent Interior. Wholesale! ...............First $63,500 buys it!
1967 CESSNA 172H 5638 TT, 156 hrs. SMOH “Lycoming” Powered 160 H.P., 1360 hrs. TT Prop Since New 6’77, King KY-97A, King KT-76A Transponder, Garmin 495 GPS, SIGTRONICS Intercom, Horton STOL, Oversized Tires + Front Fork. Complete logs Since New. Good Paint + Interior ........................... $34,500
1959 CESSNA 180B SKYWAGON 2137 TT, 491 hrs. SMOH, 7 hrs. SPOH. Very low time airframe! KX175B NAV COM, G/S, KT-76A w/Enc., 3 lite MB, NARCO ADF., New 8:00x6 Tires, Scott Tail Wheel. RH Hinged window, Recent P+I - Rated “9/10”, Fresh Annual Inspection, Compressions 75+/80. Retail Book Value: $80,277 ............................ $74,500
2007 MOONEY ACCLAIM sn: 0039, 229 TT A & E. One N. Nevada owner since new! Garmin G1000 w/GMA-1347 Audio Panel, GTX-33 TXP w/TIS, GFC-700 AP/FD, GDL-69 Weather Data Link & XM Radio. SBrakes, Stby Alt & AI, OXY & more. High useful load: 982 lbs. Shows like new in & out! Fresh April 2013 Annual. Compressions: 72+/80. No Damage History! Priced to sell ......$384,500
1979 PIPER TURBO ARROW IV N21PM, 4703TT, 838 SFRM, 484 SPOH. Garmin GNS-530, SANDEL 3308 EHSI, WX-10 Stormscope, KRA10 R-ALT, Garmin GTX.330TXP w/TIS, JPI EDM 700, Intercooler, Merlyn Auto Wastegate, Century III B A/P w/Coupler, Oxygen Sys, 2nd Glideslope, E-Trim, Stby Vac System, 4 place I/C Sys. Recent custom paint. Fresh May 2013 Annual. Complete Logs & NDH! Ready for immediate inspection & Delivery ........$84,500
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November 2013
ANOTHER RUNWAY OPENING CHICAGO’S O’HARE
AT
Completion of Phase 1 of the O’Hare Modernization Project
The ribbon cutting ceremony: (L-R) Arlene Mulder, Chair, O’Hare Noise Compatibility Commission; George Cardenas, Chicago 12th Ward Alderman; Rosemarie S. Andolino, Commissioner, Chicago Dept. of Aviation; Congressman Tammy Duckworth, U. S. Rep, IL; Michael Zalewski, Chicago 23rd Ward Alderman; Sen. Richard Durbin, U. S. Sen., IL; Mayor Rahm Emanuel; Lester Crown, Chmn., Henry Crown & Co.; Franco Tedeschi, VP - Chicago, American Airlines. (Karen Pride)
By Larry E. Nazimek hase I of the O’Hare Modernization Project was completed on Oct. 17, 2013, as Runway 10C-28C was officially opened. Runway 10R-28L, along with a south control tower, will open in 2015. Both are currently under construction. The runway is 10,800 feet long and 200 feet wide, making it Chicago’s first Group VI capable runway, built to accommodate the largest airliners currently flying, including the Boeing 747-8 and the Airbus A380. (Military aircrews will not be impressed by these dimensions, as many runways are up to 13,000 feet long and 300 feet wide, enough to accommodate the B-52, with 148.5 feet between the wingtip wheels.) With the addition of this runway, O’Hare now has four east-west parallel runways, so air traffic will now primarily flow to/from the east and west, increasing the airport’s maximum arrival and departure rates in all weather conditions. This should reduce delays by nearly 50 percent. As demand grows, the City believes that this will allow nearly 90,000 additional annual flights while still reducing flight delays.
P
Laying The Groundwork The construction of Runway 10C28C began in 2006, but in order to make room for it, and the subsequent Runway 10R-28L, the southern part of O’Hare had to be completely enlarged and transformed. This required the acquisition and
The author, Larry Nazimek, at O'Hare 5K/10K on the Runway and Community Day. (Courtesy of Larry Nazimek) demolition of some 500 properties, including some 400 homes in west suburban Bensenville. (The town and its residents put up a valiant fight, but in the end, they proved no match for the juggernaut of Chicago.) Training exercises for first responders were held in the seized buildings prior to their demolition. The runway was built in three parts, with construction on the east and west ends beginning almost simultaneously. The center portion came last, as it required the relocation of St. Johannes Cemetery and the extension of a tunnel connecting the cargo facilities with the Terminal Core. St. Johannes and Resthaven were two small cemeteries just outside of O’Hare’s fence to the southwest (prior to this expansion). In spite of protests and lawsuits (going as far as the Illinois Supreme Court) on the part of the families of those with relatives buried at St. Johannes, and St. John’s United Church Continued on Page 16
November 2013
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November 2013
Another Runway Opening at Chicago’s O’Hare
Resthaven Cemetery is one of the two cemeteries that was displaced by construction. (Larry Nazimek)
Cong. Tammy Duckworth was just one of the speakers at the Opening Day Ceremony. (Larry Nazimek)
Continued from Page 14 of Christ, the graves were relocated and the cemetery closed. According to Chicago Dept. of Aviation’s Media Relations chief, Karen Pride, “Utmost care and respect was given in the relocation of the graves. We contacted the families of the deceased to see where they wanted the remains to be moved, and where no relatives came forward, we did genealogical research to find them. If none were found, then the church decided.” This was no small task, as it resulted in the disinterment of 1,494 individuals and reinternment at other cemeteries. Part of what had been St. Johannes is now Runway 10C-28C, so it is informally referred to as the “cemetery runway.” (Don’t be surprised if rumors of hauntings are circulated around the internet.) This expansion project involved some 19 different enabling projects including the relocation of the Union Pacific RR; Irving Park Rd./IL Rt. 19, the wide fast-moving road to O’Hare’s south; and two replacement cargo facilities for FedEx and United Airlines just south of 10C-28C. (The Resthaven Cemetery is now just to the east-northeast of the new FedEx facility. There have been no burials there since 2001.) The total cost to construct Runway 10C-28C, including the enabling projects, was approximately $1.3 billion.
way takeoff and landing patterns as undemocratic, unfair, and unsupportable. They are “undemocratic” because they (the plans for the new traffic patterns) were made with no real community input. They are “unfair” because they take traffic coming into the airport from all directions and move it all to the EastWest sides only. They are “unsupportable” because they route 85 percent of all nighttime traffic over a single runway on the East side of the airport.” He went on to say, “The FAiR Coalition supports the economic engine that is O’Hare. We are not anti-O’Hare or anti-planes. As citizens, however, we want a say as to when and where those economic engines come over our homes, our yards, our playgrounds, and our parks.” “...Fundamentally, FAiR is a citizenlead initiative to build community. It’s goal is to see real citizen participation that leads to meaningful, positive changes in our neighborhoods, in this case, how air traffic is allocated on the runways. The purpose is to ensure the impact of added planes is one we can live with as a result of having a say in it.” FAiR had definitely “done its homework” in fighting the problem. Correspondence with governmental agencies is displayed on their web site: http://www.fairchicago.org/ The group wanted to exercise its right to protest during the runway opening ceremonies, and the Department of Aviation okayed it, provided that they kept their protest to an allocated area near the airport’s Post Office, far from where the ceremonies were held. Nevertheless, the group’s message was heard load and clear, as nearly every Chicago media account of the runway opening focused on this noise issue. Television and radio interviews with residents were continually interrupted by the noise of aircraft on final approach. Their arguments are valid, so it will be interesting to see how this will play out. It is certainly a “David vs. Goliath” situation.
Opening Ceremonies The opening day was preceded by an “O’Hare 5K/10K on the Runway and Community Day” on Sept. 28, in which there were 5K/10K races, part of which were on 10C-28C, a photo opportunity by a Boeing 777-200 at the approach end of Runway 10C, rides in a fire department snorkel, and entertainment. The race drew nearly 3,400 participants. While the opening ceremonies were held at noon on Oct. 17, the runway was actually open for landings at 6 a.m. that morning. Noise from landing aircraft repeatedly plagued the ceremonies. The planes from United and American Airlines were positioned as a backdrop for the ceremonies, held just
Planes from United and American Airlines were positioned as a backdrop for the ceremonies. (Larry Nazimek) south of the runway, but rains caused them to be held inside a tent just feet away. Chicago’s Mayor Rahm Emanuel was the Master of Ceremonies for the event. He noted that the runway opening comes on the heels of a report by MIT citing O’Hare as the “best connected airport, large or small, in the U. S. and in the world,” according to an Airport Connectivity Quality Index developed the MIT International Center for Air Transportation. Both he and Chicago Department of Aviation Commissioner Rosemarie S. Andolino touted the expected improvement in on-time performance for the airlines. This is particularly significant, because a recent DOT report ranked O’Hare last for on-time departures and third from last for on-time arrivals among the 29 largest U. S. airports in the first seven months of this year. Dignitaries included Senator Richard Durbin, Congresswoman Tammy Duckworth, Jim Compton (ViceChairman and Chief Revenue Officer, UAL), Franco Tedeschi (Vice President Chicago, American Airlines), and several Chicago Aldermen. The ceremonies concluded with a ceremonial ribbon cutting.
Noise Issues While the expected improvement in on-time performance and the shift to a mostly East-West traffic were duly noted, there are effects, most notably that of noise. The O’Hare Noise Compatibility Commission was set up to study the noise patterns and their effects. Where the expected noise levels will exceed 65 db., sound insulation will be provided, but
those with any less will get nothing. The sound insulation, however, can not completely alleviate the problem for those residents and businesses in the area, since people can not be expected to live their lives secluded indoors, with their windows tightly shut. Those in the path of the landing pattern for Runway 27L will be most affected, as the number of landings is projected to increase to 390 per day, an increase of 164 over what it had been. Sixty-three of those (an increase of 50) will be at night. The newly opened Runway 28C will have 329 landings per day, while Runway 27R will have 315 (an increase of 201). The Fair Allocation in Runways (FAiR) Coalition, consisting of groups from a dozen neighborhoods and suburbs, was formed to fight this noise (and pollution) problem. We in the aviation community are all too well aware of groups of those who bought, or constructed, homes near airports, who complain about airport noise, as though they were taken by surprise when they learned that the environment around an airport is noisy. This Coalition is far different, however, because they are not reacting to the presence of O’Hare, but rather, to the drastic change in traffic patterns, and the public is sympathetic with their cause. Many homeowners are seriously considering selling their homes and moving out, but they are worried that these noise problems will cause their property values to plummet. Nowhere does one see bumper stickers proclaiming: Aircraft Noise: The Sound of Freedom, as was the case by Luke AFB in response to complaints from the Sun City retirement community. Jac Charlier, one of the leaders of FAiR, stated, “FAiR views the new run-
November 2013
Contrails
www.inflightusa.com
17
by Steve Weaver
DRAGGING NYLON hether you’re a pilot or not, you’ve seen the ubiquitous tow plane, clattering along over the beach or circling the stadium, pulling the banner exhorting you to Get the Crab Special at Phil’s, or some such message. As pilots, many of us have observed the banners being picked up at an airport, but the general public and even many pilots have no idea how the process works. I joined the stream of hard working tow pilots who for one reason or another flew the banner aircraft back in the 70s. Unlike many of these sign draggers, I didn’t need to build time, I was just trying to avoid starvation. During this era I would have taken on any flying chore that wasn’t overtly illegal or positively lethal. To keep myself fed I was already doing instructing, charter, survey flying and sightseeing rides, so it was not a big step to add one more hopeful income stream and order a banner kit from Mr. Gasser down in Tennessee and then teach myself how to use it. At the time, I had a PA-12 Super Cruiser in the hangar and that good and stout airplane seemed a natural choice for towing duties. We ordered and installed the tow hook and I read all the information that Mr. Gasser had sent along with the banner, I was ready to become a tow pilot. I assembled the trial banner, a tedious process and one that I was to hate forever after, by fastening each letter to a fiberglass pole with about eight nylon tabs inserted into spring clips, repeated ad infinitum until fingers were bloody and the banner was complete and laid out on the grass. I then stretched out the tow rope, which was about 150 feet long with a large loop on the airplane end and put together the poles that were to hold the loop aloft about eight feet above the ground while I swooped down and snagged it with the grappling hood on the end of the tow cable. The tow hitch was equipped with a quick release for dropping the banner before landing so the loop in the tow cable was placed in the hitch and the tongue was locked over it and the cable stretched back up the side of the airplane. I mounted up and my helper handed me the cable and grappling hook through the open window and I held it tight while I made my takeoff. Once aloft with a little altitude I threw the hook and cable out the window and it dutifully streamed back and trailed the airplane. I stuck my head out the open window and watched
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the hook and judged its cruising altitude to be about 10 feet less than that of the tail wheel. Armed with this valuable information I made my first approach on the tow rope, stretched between the pickup poles. In order for the banner to peel off the ground and not drag, it was laid out on the ground backward, so the pickup would cleanly lift it into the air behind the airplane. Mr Gasser had stressed that after the rope was hooked one was to pull up “sharply.” On each of my first attempts, the hook kept sailing over the rope and missing the loop. I was consistently overshooting. I gave it some thought and realized that I was trying to hit the rope with the hook itself and I reasoned that as long as the hook was lower than the rope, the rope would find its way down the cable to the hook. My next attempt was successful and I gunned the Piper and pulled up. As I looked over my shoulder through the rear window I saw the banner curl perfectly off the ground, correct itself and fall into trail behind the airplane. We were in business. I had a friend in town who owned
the local radio station and when I told him I’d like to have a sound system to jazz up the banner, he found me a giant old megaphone speaker. We mounted it in the rear seat where it protruded out a removed rear window. A tape player with recorded marching music in an endless loop was added and the effect from the ground was to lift any eyeball in the vicinity skyward as we sailed overhead. We also wired in a microphone which gave me the world’s largest ramp hailer and I used it to startle folks on the ground as I wished them a good day. I remember early one morning, asking a surprised farmer on the path between his house and the privy, where he was going and I also recall admonishing the workers on a strip job to “clean that mess up when you’re through.” I was having fun. That fall was an election year and the banner division of our little empire became very busy towing for the local politicians running for office. We had commercials taped and proceeded to give noisy exhortations from the sky to vote for Judge Maximum while pulling a banner behind us that urged the same thing.
The flights that I was doing were for contenders for county offices and my tows were usually only a couple of hours, which would pretty well cover the populated areas of Upshur County. One day though, I got a call from a man running for the State Senate. He wanted me to pull his banner from Buckhannon all the way down to the Capitol in Charleston, then back again. My mental cash register did its ka-ching as I added up all the hours it would take to do this and I quickly agreed to the flight and started assembling his banner. The next morning dawned clear and bright, a perfect fall day for raining political propaganda from the skies I thought Since I knew I would have to fuel in Charleston, I would also need to pick the banner up again there, so I broke the pickup poles down and stowed them in the back of the Super Cruiser. My banner grab was perfect and I left Lewis Field in Continued on Page 18
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November 2013
Contrails Continued from Page 17 the late morning and started grinding my way southwest. With the drag of the banner my normal 90 knot cruising speed was reduced to about 60 knots and I needed a higher than normal power setting to maintain even that. The wind was out of the southwest at about 10 knots, so I was making headway over the ground about as fast as a loaded tractor trailer. I kept an anxious eye on the fuel gages as the banner flapped along behind me and the recorded commercial repeated itself
over the loud speaker about four thousand times. After an age I reached Yeager Field, received permission from the tower to drop the banner to the side of the runway and landed. After fueling up and making arrangements with the tower for the pickup something suddenly occurred to me. After I snagged the banner I was going to head straight northeast and work my way back to Buckhannon, so I’d be leaving my pickup poles behind. Dang, I didn’t want to do
that. Hmm, what if I just had a couple of guys hold the loop aloft while I snagged it? That should work, shouldn’t it? Scouting the FBO I was happy to find a couple of airport bums who were just soaking up aeronautical ambiance and needed some excitement to remember the day by. After outlining my plan and painting a picture of an unusual adventure in which they would have a major role, they agreed to help. We moved out to where the banner was stretched on the grass and I showed them
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the loop of tow rope and demonstrated to them how to hold it as high as they could above their heads while stretching it between them, subbing for the absent pickup poles. There was a nasty crosswind on the active runway, and as I aligned myself with the banner I noticed I was crabbing to the right 20 degrees or so to maintain my track. Although I was aligned perfectly with the middle of the loop, just between my two valiant substitute pickup poles, my grappling hook must be…oh crud. I’ve stood near a banner that was being snatched and I can tell you that the hook announces its arrival with a very evil sounding hiss as it hurtles through the air on its way to the loop. Glancing over my left shoulder I saw my left pole had suddenly morphed into rapidly receding heels and elbows as the hook whistled by at over a mile a minute. I landed to reassure the troops. Unbelievably, my brave poles guys again held the loop and I made a much revised track toward the loop, the airplane being to the right of the right rope holder. Even more strangely, I snagged the banner this time and made my uneventful way back to Lewis Field. Flying home I pondered that if I ever employed this technique again, I needed to supply nostril plugs to the crew, to protect against their unintended pickup.
TRUTRAK ANNOUNCES NEW OWNERSHIP By EAA Staff TruTrak Flight Systems, experimental/light sport aircraft autopilot developer, announced that Andrew Barker is its new president/CEO. Barker has been with the company since its founding in 1999 as well as a partner with founder Jim Younkin for seven years. After more than 50 years working in aviation, Jim has decided to sell his portion of the company to the other existing owners and retire from TruTrak. Along with this change, a new board of directors has been elected from within the company. Along with existing board members Andrew Barker and Christina Peterson, there are two newly elected members, Carrie Barker and Lucas Massengale, who have been working as part of the management team for many years. The new directors will bring many years of knowledge and experience to the leadership of the company. Continued on Page 19
November 2013
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Lifetime Member Wins Sweepstakes Stearman Continued from Page 13 ationally or otherwise. This changes that.” Completely refurbished down to the frame by Air Repair Inc. of Cleveland, Mississippi, the Stearman prize plane was once owned by Curtis Pitts and has a long list of features: 300-hp Jacobs R755 A2M engine, 24-volt electric system, and dual basic instrumentation. Custom leather seats were donated by Oregon Aero, PS Engineering provided the intercom, and Bruce’s Custom Covers donated a full-length cover. Proceeds from the EAA sweepstakes support the organization’s programs that educate, engage, and empower people of all ages to take the next step in pursuing
Thunderbirds Continued from Page 4 A senior defense official noted that this plan reinstates at a 45 percent reduced capacity: the jet and parachute demonstration teams, band and ceremonial unit appearances, port visits, service weeks, and nonprofit and corporate leader outreach.” The connections between U.S. service members and the civilians they defend are important to active and reserve service members, their families, and veterans, the secretary said in his memo. “Community and public outreach is a crucial Departmental activity that reinforces trust and confidence in the United States Military and in its most important asset- people,” Hagel asserted. “It is our obligation to sustain that trust well into the future.” More information about the Blue Angels, including their 2014 airshow season schedule can be found at t www.blueangels.navy.mil. The Thunderbirds 2014 season was not posted at In Flight USA’s press time. Check back for the listing at http://afthunderbirds.com/site/show-season/ For more information about the Thunderbirds visit www.afthunderbirds.com.
TruTrak Continued from Page 18 “We are very excited about this new direction and the opportunities that will be made available with this new management team,” Barker said. “The future of TruTrak is brighter than ever, and we have many new ideas that we are currently pursuing.” TruTrak has designed and manufactured many cutting-edge autopilots and the now standard autopilot servo used in the experimental and LSA market. Learn more at the TruTrak website.
their dreams of flight. Lloyd was Southern Division sales director for the Cessna/Citation, and previously worked at Learjet and Piper. He currently serves as ambassador at large with the Citation Jet Pilots Owner Pilot Association. He intends to take possession of the airplane as soon as possible - before win-
ter hits Oshkosh, where it’s currently hangared. Lloyd has been to EAA AirVenture Oshkosh about a dozen times, both as an attendee and as an exhibitor. His next visit will be as winner of a truly awesome aircraft. Winner of the second sweepstakes prize, a Can-Am Spyder three-wheel motorcycle, is Glenn Ollila, EAA Lifetime
20666, of Burnsville, Minnesota. “This was truly unbelievable and wonderful news,” said Ollila, a motorcycle enthusiast, after learning he had won the bike. “As luck would have it, my wife and I had been admiring just this very product at a local dealer - earlier this year.”
In Flight USA Celebrating 30 Years
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C-17 FLIGHT NOSTALGIC FOR FATHER-SON AIRMEN
SUPER STOL EXCITING FEATURES: Retired Chief Master Sgt. Bob Morris and son Tech. Sgt. Mike Morris pose in front of the last C-17 to land at JB Charleston-Air Base, S.C. (Courtesy JB Charleston)
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By Senior Airman Tom Brading Joint Base Charleston Public Affairs or one family, the term “like father, like son� has never been more true.
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Any father would be proud to watch his son be a part of the arrival of the last C17 Globemaster III to Joint Base Charleston. However, retired Chief Master Sgt. Bob Morris felt more than pride knowing his son, Tech. Sgt. Mike Morris, 437th Airlift Wing Operations Group standards and evaluations loadmaster, was in the aircraft, he also felt nostalgic. Bob was an active duty loadmaster on the first C-17 that flew into the Charleston Air Force Base. And more than 20 years after that historic flight, Bob stood among a crowd of onlookers as the Air Force’s final C-17 landed on the flightline of JB Charleston - Air Base, S.C. and completed the fleet. For Mike, he was just finishing the job his dad started. “Growing up, I always wanted to be like my dad,� said Mike. “I was fascinated with planes and to see him come home from missions all over the world was like seeing my hero return. But unlike most kids, I didn’t want to be a superhero or professional athlete... I wanted to be like my dad.� And also unlike most of us, Mike lived out his boyhood dream. As a young boy, Mike didn’t know the technical aspects of his dad’s job. All he knew was his dad got to see the world from a bird’s eye view. However, Bob was doing much more than looking at clouds in the sky. He was handpicked to be the chief of testing the new aircraft as well as hand picking his team of loadmasters. Bob was charged with the task of signing off on every aspect of the C-17
from the loadmaster’s perspective. Bob and his team, laid the foundation for the safety and mission capabilities for loadmasters in the generations that followed. “I’d ask myself, ‘would you put your child in this aircraft?’ and if my answer wasn’t a confident yes, I wouldn’t sign off on it,� said Bob. Bob hung up the flight suit in 1996, but didn’t walk away from the loadmaster career field. Since retiring from active duty until today, Bob has worked as a C17 training systems legal administrator at JB Charleston - Air Base and has taught and mentored young loadmasters for more than 17 years. But nobody has learned from Bob’s mentorship more than his son, Mike “When I enlisted, there was only one career for me and that’s loadmaster,� said Mike, looking back on his career. “My dad set a high standard, but it’s just motivated me from day one to be better than the previous day.� After the terrorist attacks on Sept. 11, 2001, Mike was one of the first Airmen to step up and request to leave on missions into Southeast Asia. In the years that followed, he continued to take on any mission, no matter what the challenge. In the more than 12 years that followed the attacks, as Mike evolved as an Airman, the C-17 evolved as an aircraft. Today, the C-17 has been through so many updates and modifications; it’s barely recognizable on the inside to the first model. However, the first C-17 that Bob brought in is still operational today and will continue the airlift mission along with the last one brought in more than 20 years later by Mike. “I am very proud of the Airman that Mike has become,� said Bob. “He’s my hero.�
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PERSPECTIVES o now that I’ve rejoined the ranks of “real� pilots with a homebuilt taildragger, namely an RV-8, here are my unimpeachable thoughts on life, the universe, and all that.
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Tailwheel vs. Nosewheel Actually, there are several kinds of tailwheel skills. There’s the faster landing tailwheel airplanes like the RV-8 and the slow landing kind like the AirCam I used to own. When I got the RV-8, it was a real surprise how much my skills had degraded. A tailwheel airplane will keep your skills at a level higher than required for a nosewheel airplane. But the flip side is that the nosewheel airplane is easier to land when you’re tired or in ugly wind conditions (safety), at night if you’re trying to make a wheel landing, and a nosewheel gives you over the nose visibility when taxiing (safety). There are few circumstances that legitimately demand a tailwheel, so the nosewheel wins hands down. But I’m not in any hurry to sell my new RV-8.
Low vs. High Wing High wing airplanes have a better ride in turbulence, provide shade in flight on those hot summer days – especially compared to a bubble canopy, are great for sightseeing, and let you get in and out more gracefully in the rain. Low wing airplanes seem less susceptible to gusty crosswinds, and are easier to fuel – if not to drain the sumps. So high wings tend to win for many applications.
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It depends on the airplane. If your plane has a limited speed range, fixed pitch props are fine, as on the AirCam. If your plane has a wide speed range, like the RV-8, your choice of prop pitch will determine whether you gain cruise speed at the expense of takeoff and climb or vice versa. And don’t overlook drag from a constant speed propeller in flat pitch, and that can be real handy for slowing down a clean airframe. The other place where a constant speed prop wins is at higher density altitudes where a constant speed prop lets the engine turn at full RPM on takeoff to give you all the performance that’s in the airplane.
Control Wheels vs. Sticks vs. Sidesticks Sticks win for aerobatics, wheels Ed win for IFR, and Wischmeyer sidesticks win for getting the control out of the way. Sidesticks lose on planes with high aileron forces because you can’t use the big muscles in the arm. Sidesticks also lose when you need to switch hands on the stick because reaching across your body is awkward. Planes with control wheels are generally easier to get in and out of.
Cost of Ownership Within reason, the costs are not much different between owning a fast airplane and a cheap, slow, “economical� airplane. Why? Hangar costs are exactly the same, insurance costs for liability are about the same (hull insurance will go as a percentage of the insured value, and if both planes are fixed gear, the rate will be comparable), and annual inspections (if hired out) won’t vary that much either. The differences between a “cheap� airplane and an “expensive� airplane will be in cost of gas and cost of monthly payments.
Accessibility One of the major “costs� of ownership is how accessible the airplane is. Specifically, how long does it take from going out your door to starting the aircraft’s engine and, similarly, how long does it take from shutting off the aircraft’s engine to walking in your front door. Distance to the airport is a major factor, but other factors are how much of a hassle it is to wrestle the plane in and out, including moving hangar doors, moving a car several times, etc. Folding wings can help with the distance to the airport, but the time to fold and unfold the wings can hurt the time to airborne. Getting gas at a pump and restarting the airplane to taxi to the hangar or parking spot is another factor. But here’s an interesting thought: wings will get folded mostly at the home airport.
Autogas vs Avgas The real win in aviation will be when you can take pump gas of whatever ethanol concentration and use it in Continued on Page 24
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F I R S T T I M E B U Y E R S
Fax: 415-898-5155 www.tjair.com Email: tjair@tjair.com
351 Airport Road #3 Novato, CA 94945 415-898-5151
The The Trinidad Trinidad Center Center 1984 SOCATA TB-20 TRINIDAD
1990 SOCATA TB-20
1984 SOCATA TB-20 TRINIDAD
2470 TT, 1472 SMOH, Century 21 A/P, '96 Leather, '90 paint
2400 SNEW, McCauley 3 blade prop., King H S I, KAP 150 Autopilot, BFG 900 Stormscope, Argus 5000 moving map, and tons more plus executive leather interior. Come see this one!
N2420H,,4872TT, 458 SMOH, G-530W, G-196, Cent 31, FF, Leather
1981 CESSNA 182R SKYLANE
1977 PIPER WARRIOR II
1978 MOONEY M20J 201
6664 TT, 1088 SMOH, King Digital, 260 hp fuel injected, Nice!
3555 TT, 1555 SMOH, STEC 50 Alt Hld, 2004 paint & interior
1981 CESSNA 172
1966 CESSNA 182 SKYLANE
1971 GRUMMAN/AMERICAN GENERAL AA1A
9321TT, 840 SMOH, 273 SPOH. Call for more details!
4539 TT, 227 SMOH, KX-155, RNAV, Mode C, Call for more details...
1962 NAVION
1943 TAYLORCRAFT L-2M
1961 CESSNA 210
1700 TT, 8 SMOH, KCS 55A compass system, 180mph, 1500 mi range!
This is a Real War Bird! Older restoration, Engine: 65 HP, full gyro panel, KX-155 Nav/Com, audio panel, transponder ADF, full electrical system with wind powered generator, flew to Israel!
4065 TT, 1248 SMOH, MX-300, Gear door mod, stereo input
5100 TT, 1975 SMOH, Nav/Com w/ G/S
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N8201B, 2047TT, 496 SMOH, KNS-80, Engine Monitor, HSI
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1991 TB-20
1/3 PARTNERSHIP, KDVO, 2400 TT, 200 SMOH, G-430W, KCS-55A HSI, WX1000
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1941 PORTERFIELD LP-65
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All specifications and representations are believed to be accurate to the best knowledge of the seller. However, it is the buyer’s responsibility to verify all information prior to purchase.
T. J. Neff
Phone: 415-898-5151
www.tjair.com
Email: tjair@tjair.com
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In Flight USA Celebrating 30 Years
November 2013
GENERAL AVIATION AIRPORT MAKES COMEBACK IN TEXAS By Dan Namowitz, AOPA hen a private airport south of Lubbock, Texas, invited the public for an October Saturday of flying, food, and family fun, the airpark’s new owner summed things up with this comment on his airport’s Facebook page: “Wow is all I can say!” The Oct.19 fly-in event at Lubbock Executive Airpark was clearly a hit with area aviation fans who turned out in hundreds to celebrate the re-emergence of an airport that as recently as last spring had appeared headed for other uses. That unhappy prospect had evaporated when Mark Drake, a local businessman and pilot who was keenly interested in keeping aviation alive at the airport, intervened. Now, he said by phone, aviation is back in the driver’s seat at Lubbock Executive, with aircraft owners returning to the field, pilots relishing a made-over lounge, and future plans envisioning new hangars, GPS-based instrument approaches, and the lengthening of the 3,500-foot-long paved runway. When Drake took over the airport, formerly known as Town and Country Airport, from a previous owner who had purchased the facility at auction seven years ago, aircraft based on the field had dwindled from more than 100 to 42. Weekends saw drag races on the taxiway – with the runway more likely to be in use for pit operations than flight operations. Drake had already moved his own Beech Bonanza to another field, “and the more I stewed on it, the angrier I got,” he said. The part-time commercial pilot,
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whose primary business manufacturing and distributing parts for the International Scout off-road vehicle is based at the airport, found his concerns mounting as the field – located just south of Lubbock Preston Smith International Airport’s Class C airspace – seemed destined for closing. “I had to figure out a way to do something different,” he said. When it seemed inevitable that a transition from airfield to racetrack might become irreversible, Drake acted – by buying the place. By October, when remodeling was under way and expansion plans were unfolding, it was time for the airport to re-emerge in a public celebration of aviation. About 50 aircraft participated in the fly-in, which drew several hundred people and news media to the field. Pilots offering airplane rides introduced 56 youngsters to aviation as participants in the Experimental Aircraft Association’s Young Eagles program. Hungry visitors munched burgers and hot dogs, with the proceeds raising funds for the Raider Pilots Association, a West Texas aviation group. With 72 acres available, “there’s a lot of room to park airplanes” at the airport, Drake said. Drake was thrilled with the turnout, as he noted on the airport’s Facebook page. And he expected a bit more news coverage in the coming days as local news crews made plans to record a competition in which contestants attempted to drop a basketball into a hoop from a Piper Super Cub (at an altitude of 50 feet agl). Mostly, Drake is absorbed with Continued on Page 30
1. You may have an excellent chance of obtaining child custody; 2. It’s your child...she doesn’t own it; 3. There are numerous legal methods of avoiding alimony; 4. There are numerous legal methods of avoiding loss of your property; 5. If properly represented, you won’t be “taken to the cleaners”, 6. Courts can be legally required not to favor the woman; 7. You can fight against false charges of child abuse or spousal abuse. 8. You can emerge from a divorce emotionally and financially sound; 9. Men do have rights! 10. California cases only.
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Homebuilders’ Workshop Continued from Page 22 your (probably experimental) airplane. And the claims about ethanol being for cleaner air – I don’t get it. Modern automotive engines have oxygen sensors and sensors of all sorts to run super clean and super efficient. For example, my sevenyear-old, two-liter, turbocharged Audi gets better gas mileage (and produces six times the power) of the 1.2 liter VW that I drove in high school. But fully electronic airplane engines, with variable valve timing and the like, remain well in the future.
Auto Engine in Airplanes No problem with the engine! The
problems are all in the installation, with vibration and cooling leading the charge. Reliable (usually meaning redundant) electrical power and reliable electronic engine control are other significant issues.
Buying an Airplane When you buy an airplane, especially a homebuilt, you are – to a certain extent – buying the integrity of the seller and of the airplane designer. Those factors should be as important to you as the pre-buy inspection of the airplane.
November 2013
25
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In Flight USA Celebrating 30 Years
26
November 2013
W h a t’ s U p ! ?
YOU ARE CLEARED am now convinced that those of us who spend more than a little time at our local airport, for whatever reason, either as a pilot, a regular visitor or because the snack bar serves great breakfasts or sells “must have” T-shirts… We all become very protective, we challenge every change, complain about every pothole and basically have an opinion about
I
FOR TAKE
OFF,
everything but seldom have any facts or involvement in all these “things” happening or not happening. Hence, my herd of self-appointed experts on how to run (or ruin) an airfield, here is a really simple recipe for having your cake and having it turn out the way you want it.
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MAYBE NOT Involvement!
The secret ingredient is simply “involvement!” Do you belong to your home base pilot’s group or association? Do you volunteer for clean up day at your airport? How about all those advertised meetings with the local “baby kissers” that want your vote so they hold some kind cockamamie get-together at the local airplane parking place with the hope of something good happening for them – not necessarily for you – but hopefully for you. I’m sorry, did you just say you don’t have a pilot’s group? There aren’t any local watchdog groups that want to turn your airport into the next affordable housing development with two or three Little League Parks and an off-leash walking area for all the two- and fourlegged poop patrollers? Hmmm, here’s a thought, start one! I am only now becoming aware of how many well-intended groups meet at my beautiful Palo Alto Airport – known for the record-holding number of potholes infesting the parking ramp and taxi ways, and an airport that now gets a recorded heads-up from the ATIS warning about the dip in our runway. What? Yep, your heard me. Time, ink, and the fact that its 0200 is why I’m not going into details on how and why these problems exist. But I am going to beat up your eyes with how it’s going to get fixed. I, along with some other caring and responsible users of PAO are getting involved, are involved, helped select a new airport manager, actually spearheaded the charge that took the airport away from the current management organization and have helped change the tide by getting our city more involved, as in becoming an on-site owner rather than one living down in the Bahamas waiting for their rent checks. Now the city fathers refer to our soon-tobe showpiece, destination location aviation center as “our” airport, not “the” airport, and that’s the way it should be. I attended a meeting a few weeks ago at an hour that I would usually be watching The View, but I was intrigued with the agenda of the well-advertised meeting and I was hoping for a free donut, which sadly didn’t happen. Also, the amount of empty seats in the room troubled me more than the donuts. (Actually, I don’t eat donuts, I’m a fresh fruit or nuts lover.) Let me say at the onset of this dissertation that The View couldn’t have been
Larry Shapiro better than this meeting. As always the ones that should have been there weren’t. The ones that needed to be there joined that group as well. The ones that didn’t need to be there were there and therefore they are the leaders and decision makers because they showed up and they always do. I learned a hangar full of new things such as people do care about our aviation neighborhood. I learned that they listen and actually respond, and I learned that we have a great tower chief and amazing controllers and I know that because they were not only sitting there with me, they called the meeting, ran the meeting, and actually listened and liked some of the suggestions made during our way-tooshort get together. Ya could have knocked me over with a featha and I left knowing that during the coming year PAO will return to the way mother nature and the pilots remember it from days gone by. Not to ruin your day or spoil your already established opinions on how and why things are the way they are, but please take this to the bank or to your next ballot box: If you want change, be part of that process and not a Monday morning quarterback that criticizes the status quo while still in your bathrobe. I don’t want to forget to mention that meeting most of the tower staff and leadership was truly worth the time... they do a lot more than key the mic and they do what they do at the highest level of “right!” Okay, let’s recap... ya want change? Step up to the plate and take a few swings at the ball. Volunteer for something, I really don’t care what! Suggest some public activities near your favorite tiedown. Here’s a thought: Remember those donuts I didn’t get? Go find some and haul them up to your tower and spend some time with those dedicated crossing guards that keep you from embarrassing yourself. Learn their names, find out what they do when they’re not there seven days a week, and ask what they need – that’s right – what they need. Don’t fall down the stairwell, but they might like to hear a suggestion or two from you that might make your neighborhood safer and more efficient. You might get some answers to one or two of those questions you’ve been mumbling to yourself in the run-up area over the past century. Continued on Page 27
November 2013
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A TRUE AIRPOWER GIANT By Gen. Mark A. Welsh III Air Force Chief of Staff e lost another Air Force hero last month. Brig. Gen. James Robinson “Robbie” Risner was part of that legendary group who served in three wars, built an Air Force, and gave us an enduring example of courage and mission success. Most of today’s Airmen know General Risner because of his leadership and heroism as a Vietnam War POW, but his story actually started well before that. He enlisted in the U.S. Army Air Corps during World War II. He flew more than 108 combat missions in the Korean War, shot down eight MiGs, and became the 20th jet ace of that war. During the Vietnam War, Risner was an F-105 squadron commander. On March 16, 1965, he was shot down, but made it to the Tonkin Gulf before bailing out and was rescued. A month later, Time magazine featured him on their cover. On Sept. 16, he was shot down again, and this time, was captured. To make things worse, his captors had the Time article, and made him their “prized prisoner,” which meant more abuse. Risner served as a leader in the Hoa Lo Prison – first as
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senior-ranking officer and then vice commander of the 4th Allied POW Wing. Some called him “the most influential and effective POW there.” One day in 1971, Risner and several colleagues organized a church service, a forbidden act, which led to more punishment. As their captors led Risner away, Col. “Bud” Day and the more than 40 other POWs in the room began singing “The Star Spangled Banner” to show their support. Hearing the defiant singing, Risner walked away with his back straight, head held high, full of pride. When asked later how he felt at that moment, Risner said, “I felt like I was nine feet tall and could go bear hunting with a switch.” That moment and his words are reflected by a statue, exactly nine feet high, that now stands at the U.S. Air Force Academy. Bud Day spoke at the unveiling of the statue, saying, “We knew he was in fact nine feet tall. This is a life-size statue.” He was awarded two Air Force Crosses for heroism in Vietnam, the first for leading the attack on the “Dragon’s Jaw,” a bridge that was one of the toughest targets in North Vietnam and withstood 871 attacks. The second was given for his leadership in the POW camp and
courage under torture. After more than seven years in captivity – more than three of which were in solitary confinement – Risner was released. He was briefly hospitalized and reported he was ready for duty, “after three good meals and a good night’s rest.” He spent his remaining years in uniform commanding the 832nd Air Division, and serving as the vice commander of the AF Tactical Fighter Weapons Center, where he also commanded Red Flag. He retired in 1976. Like many heroes, Risner spent a great amount of his remaining years sharing his story with our Airmen. At an event in the 1990s, he met a Russian MiG-15 ace who’d flown during the same time Risner had been in Korea. The Russian pilot asked if they’d ever faced each other in combat. Risner responded, “No way; you wouldn’t be here.” When I visit USAFA next time, I look forward to visiting Risner’s statue and reflecting on his life and what he stood for. A few words come instantly to mind: pride, courage, tenacity, and integrity. I’m proud to serve in Robbie Risner’s Air Force and to try and live up to his example. Today’s Airmen know we stand on
survived running out of gas and the excitement of knowing you didn’t shut down your home field or one like it for four hours, grounding seven flight schools and 37.5 student pilots, one of which was getting ready to solo that day. I’ll stop this tirade if you promise me that you actually read this and heard the message. If you didn’t get the message then send me your ticket and I’ll reimburse you for the postage.
got a boo-boo and needed some immediate attention and I was more than 100 miles from home. Aside from great fish and chips, hamburgers and service, the Two-Niner Diner at the Petaluma Municipal Airport has always been on my favorites list. Now I’m adding great aircraft maintenance – no bubbleheads, not at the diner but at Mangon Aircraft Repair at the North end of the field. One more thing, I had two airplanes (to be named at a later date) that needed the exact same interior repair. The one near the fish and chips came in $200 less than the one closer to our new bridge, and was done three times faster. I guess the moral here is, the closer to the bridge the more things cost.
Then-Maj. James Robinson “Robbie” Risner poses with F-86 Sabre in South Korea. Brig. Gen. Risner enlisted in the U.S. Army Air Corps during World War II. He flew more than 108 combat missions in the Korean War, shot down eight MiGs, and became the 20th jet ace of that war. Risner passed away Oct. 22, 2013. (Air Force Photo) the shoulders of giants. One of ‘em is nine feet tall... and headed west in full afterburner... Airpower... built by legends!
What’s Up Continued from Page 26 Not to wear out my donut theme but I’ll bet you dollars to donuts they might like some of the ideas you share with them... perish the thought, but you might actually give birth to a change right then and there in the middle of your second dunk.
Options! Another Emergency Procedure Of the many things that hit the floor (or is that table?), is the question of why pilots seem to favor landing back at their small home field if they have an emergency of some sort, a situation guaranteed to shut down all of your runways (especially if you have only one) when they have options only minutes away with multiple runways, better odds of survival, more parking for the news media, and an opportunity for you to land at a field you’ve never been allowed to land at. Ain’t emergencies grand? Please don’t spit, but the main reason they make the wrong call, and I’ve personally seen it too many times, is that their car is where they left it. I guess finding a ride back to your car parked two miles away is too strenuous after you just
New Subject! Did you know that there are printed rules and regulations on the operation of vehicles, other than those that fly, on and around the airport? I didn’t. I just guessed and used my favorite, often referred to as nonexistent, common sense.
great food and fishing. If you don’t like fishing than go chase a little white ball around the park and then eat some great food. It’s no secret that I’ve been spending a lot of my time there doing all the above except the little white ball thing, especially down in Baja where the water is crystal clear, the Marlin jump out of the Sea of Cortez and call your name, and the Sushi is “World Class.” Questions?
APD 2013 Wrap Up Once again our Airport Day was a major success. It gets better every year and that’s because more and more folks get involved with making it better. If you don’t have one at your airport then start one. Call me and I’ll share all the secrets.
Mexico, the Hidden Secret On Final
Great Service Ya know I am the first one to preach that supporting your local FBOs is good business. But because they are good, they are also busy. Don’t discount checking out some really fine small town FBOs. The lines might be shorter, the work good and pricing competitive. I experienced this last month when one of my planes
For those of you MythBusters fans, here’s a Bud for you! Mexico is a safe and beautiful place to fly to, and there are many reasons to do it aside from it being the real Southern California. The myths of every airplane being stolen, lost, and turned into jewelry is pure refried beans. It’s beautiful, easy to find, and if you stay away from the tourist traps and the flag waving Yanks, really cost effective with
I survived the festival of free candy, stole as many Kit Kats as I could find or settled for some Mounds. Now I’m in training for my favorite month: November! Some really interesting “firsts” will prevail. I always celebrate the day of my birth on Thanksgiving, which in fact sometimes it really is. I Continued on Page 29
Soaring With Sagar Story and Photos By Sagar Pathak
NEVER WASTE i, my name is Sagar and it’s been one year, three months and nine days since my last flight as Pilot in Command. I feel like an addict craving his next fix. But while I could see the plane on the ramp, I knew that I couldn’t just jump in and leap again towards the sky. One little thing stood between me and my joy. A Biennial Flight Review, the mandatory flight and ground instruction with a certified flight instructor that is required every two years. And just my luck, I didn’t have mine. FAA 1, Sagar 0. As with most newly minted pilots, there is a drop off in flight hours after we get our ticket. Sure, we may say that we are going up every weekend to chase that elusive hamburger or take our friends out for a weekend getaway to a far and exotic destination, but often those ideas just fade away. I fell into that trap and, over time, my flying slid to once every 90 days to keep up my currency. Eventually even that lapsed leaving my headset to sit alone in my flight bag. But I had that bug once again. That desire to get back up where I belonged. Where I held my own fate in my own hands. Because once you’ve tasted flight... well, you know the rest. Unfortunately for me, the reality is that flying is a diminishing skill. One that if not practiced consistently, can come back and bite you, and bite you hard. While clearly I am the world’s greatest pilot (it’s true! I have a mug that says that!), I may have become a little rusty in one or two (or all) areas. (What were the minimums in Class B airspace
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A
BFR
and what did I need to get in?) The FAA recognizes this and instructs us pilots to sit down with an instructor to brush up on these easily lost skills. As much as we hate doing it, it really is for our own benefit. They also give us pilots another option – the option to learn something new. A wise CFI told me when I was asking about the BFR process to “Never waste a BFR! Use it to learn something new.” And he was right! Admittedly, I was rusty; lying would only make it worse. And while I could have found a CFI to sit down with and demonstrate that I didn’t forget everything I was taught in training, I would only be doing myself a disservice by completing just enough to get by. So I reached out to my friend Dan Dyer from the San Carlos Flight Center (SCFC) for some advice. He suggested that I get my tailwheel endorsement. And while that wouldn’t meet my BFR requirements outright, SCFC would be able to tailor a program that could combine the BFR refresher skills I needed with the new skills of flying tailwheels. Ultimately this would make me a better pilot! I was sold! Having been fortunate enough to fly in more than two-dozen different types of aircraft, it wasn’t until I flew in a Piper Cub that I wanted to get my pilots license. Low and slow was where I wanted to be. But after two years in a tricycle gear Piper Cherokee, I was well in my comfort zone. A new challenge would be good. San Carlos Flight Center was just awarded the “Best Flight School” in the
Above: Sagar with instructor Justin Phillipson. Below: San Carlos Flying Club was able to create a personalized program for Sagar, combining tailwheel instruction with his Biennial Flight Review. U.S. in the AOPA Flight Training Excellence Awards. So if I was going to get over my fear of ground looping and learn to properly fly using the rudder, it was Dan and his staff of CFIs that would show me the way. Clearly they are doing something right to win that award. I was referred to one of Dan’s top instructors, Justin Phillipson. If you are familiar with Reno Air Racing’s Formula One class, he was 2012’s Rookie of the Year and placed in the top three of the Gold class in both 2012 and 2013.
Having Piloted Outrageous around the pylons in Race 12, I know Justin can “fly low, fly fast, turn left” with the best of them, but could he teach this old dog a new trick – how to fly a tailwheel? Well, in our very first meeting, he summed it up perfectly. “Flying tailwheel is going to be a very humbling experience.” So how did I do? Tune in next month and find out! For more information on the San Carlos Flight Center, visit SanCarlos Flight.com.
Steve e Weaverr Aircraftt Sales s 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
“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.
November 2013
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RED BULL AIR RACE WORLD CHAMPIONSHIP RETURNS The Red Bull Air Race World Championship will be back in the skies beginning in February 2014 with a sevenrace World Championship staged in six countries on three continents. Of the seven races, two will take place in the U.S. - Dallas/Fort Worth at Texas Motor Speedway on Sept. 6-7 and Las Vegas at Las Vegas Motor Speedway on Oct. 1112. Fans will be able to watch the entire seven-race 2014 Red Bull Air Race World Championship on Fox Sports 1 and Fox Sports 2, and can sign up to be reminded when tickets become available at www.redbullairrace.com. The world’s fastest motorsport will be back with three former World Champions in the 12-pilot field after taking a three-year break to improve safety and reorganize. Created in 2003, Red Bull Air Race has been watched by millions of fans at 50 races, with the competitors racing in high-performance airplanes between 50 and 80 feet above the ground and navigating a challenging obstacle course of Air Gate pylons at speeds of up to 230 mph. “We’re delighted to announce that the new Red Bull Air Race World Championship will be launched on February 28th in Abu Dhabi (UAE),” said Erich Wolf, CEO Red Bull Air Race GmbH, at a news conference in Malaysia. “The Red Bull Air Race is one of the most exciting sports the world has ever seen. We’ve all worked very hard over the last three years fine-tuning some of the safety aspects and bringing the sport to a new level. We never took our eye off the target and neither have these fantastic pilots or the great fans around the world. We can’t wait to get back up in the air in February 2014.” For 2014, there will be a number of technical improvements to increase safety, including standard engines and propellers for all pilots, changes to the lightweight nylon pylon material (making it easier for them to burst apart if they are clipped by plane wings) and raising the height of the pylons that the pilots pass
IN
2014
Nicolas Ivanoff (FRA), Michael Goulian (USA), Matthias Dolderer (GER), Yoshi Muroya (JPN), Pete McLeod (CAN) and Martin Sonka (CZE). “We like doing things no one expects. I think the thing that will be so appealing to motorsports fans and gearheads is that this is a real competition,” said Eddie Gossage, President, Texas Motor Speedway. “Red Bull Air Race is truly a head-to-head, nose-to-nose competition on the clock, where these pilots are running through the Air Gates to see who can turn in the best time.”
American Red Bull Air Race pilot Kirby Chambliss “breaks in” Las Vegas Motor Speedway with inaugural flight. (Garth Milan, Red Bull Content Pool ) through from 65 feet to 80 feet. The highG 270-degree “Quatro” turn through a set of four pylons used in previous years has been eliminated due to the exceedingly high g-force it exerts on the planes and pilots. The modus and rules have also been tightened to help prevent any pilots from exceeding the set limits. Another safety feature and highlight is the new Challengers Cup competition that will be introduced in 2014. This stepping-stone competition will give new pilots valuable experience racing under less pressure on the day before the Red Bull Air Race. There will also be several training camps for the new pilots during the season for them to hone their skills. Red Bull Air Race was started in 2003, with the first U.S. race taking place in Reno in 2004. Since then, the series has held nine races in the U.S., with stops in San Francisco, San Diego, Monument Valley, Detroit and New York. For the first time in the U.S., the series will feature both stops taking place in speedways, a departure from the past when events were held above water or undeveloped land. The new locations – Texas
Motor Speedway and Las Vegas Motor Speedway – are a perfect fit for a motorsport featuring high performance machines and high adrenaline racing. “I’m excited that there will be two races in the U.S., and I’m a native Texan – from Corpus Christi – so it’s going to be cool racing in my home state, for sure,” said Red Bull Air Race pilot Kirby Chambliss. “We’ll be racing in the motor speedways in the two stops in the United States – Texas and Las Vegas. We did that previously in Germany, and it’s a really cool perspective from a spectator standpoint, because you’re actually looking down on the airplanes as they race through the gates.” Reigning champion Paul Bonhomme of Britain, who won the last two world championships in 2009 and 2010, will be looking for an unprecedented third straight title in 2014. But he will be up against 2008 champion Hannes Arch of Austria and American Kirby Chambliss, who won the world title in 2004 and 2006. The rest of the pilots in the field include: Nigel Lamb (GBR), Matt Hall (AUS), Peter Besenyei (HUN),
her fifth 60-mile Susan G. Komen Walk for the Cure. This year it has taken on a new meaning for us as I am now a survivor as well. There’s no other way to say it, Cancer is the pits and this year Kimberly walked for me as well. Thanks Grammy, you’re the best. Since I’m sure you have changed your clocks, and replaced the batteries in your fire alarms, and hopefully made
your family a destination location... send me some pictures when you do it. If there’s an extra chair at your Thanksgiving table, invite someone in uniform to fill it, it’s a win-win and will make me very happy. Until next time . . . That’s Thirty! “Over”
“We tend to draw people who love high-performance vehicles, and certainly these airplanes are high-performance vehicles,” Said Chris Powell, President and General Manager, Las Vegas Motor Speedway. “Yes, it’s a bit of a new wrinkle for us at Las Vegas Motor Speedway to be staging air racing, but fans who love performance are very much going to love watching these planes race.”
The 2014 Race Calendar 1.Abu Dhabi, UAE . . .Feb. 28 – Mar. 1 2.Kuala Lumpur/Putrajaya, MAS . . . . . . . . . . . . . . . . . .May 17 - 18 3.Gdynia, POL . . . . . . . . . .July 26 - 27 4.Ascot, GBR . . . . . . . . . . .Aug. 16 -17 5.Dallas /Fort Worth, USA . .Sept. 6 - 7 6.Las Vegas, USA . . . . . . . .Oct. 11 - 12 7.Kunshan, CHN . . . . . . . . . .Nov. 1 - 2 The Red Bull Air Race World Championship features the world’s best race pilots in a pure motorsport competition that combines speed, precision and skill. Using the fastest, most agile and lightweight racing planes, pilots navigate a low-level aerial track made up of airfilled pylons 80 feet high. There are several rules and safety changes compared to the last race three years, but one thing remains the same: The Red Bull Air Race is the most thrilling motorsports competition in the sky. More info at www.redbullairrace.com.
What’s Up Continued from Page 27 remind you that it’s not the gift that counts – it’s the price. This year I get a “three-fer.” My Birthday, Thanksgiving and Hannukah all on the same day, WOW! That’s my kinda day. I will once again be standing for the “Walk-In” with thousands of others down in San Diego on Sunday the 17th applauding my BFFL as she completes
About the writer: Larry Shapiro is an aircraft broker, aviation humorist and fulltime grandfather of three. He’d love to have you share your thoughts and ideas for future articles. Palo Alto Airport Office: 650/424-1801 or Larry@LarryShapiro.com
In Flight USA Celebrating 30 Years
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CESSNA CALLS
FOR
Cessna Aircraft Company is organizing its seventh Citation Special Olympics Airlift (CSOA), a unique effort whose mission involves enlisting Citation jet owners to transport Special Olympics athletes and coaches from across the nation to the 2014 Special Olympics USA Games. Cessna launched the current CSOA at the National Business Aviation Association and Convention (NBAA) in 2012. Next year’s games will be held from June 14-
VOLUNTEERS
TO
21 in New Jersey in the Greater Princeton/Mercer County area. The first CSOA in 1987 involved more than 130 Cessna Citation jets carrying nearly 1,000 athletes to and from South Bend, Ind., while the most recent airlift in 2010 involved 161 Citation owners transporting 832 athletes and coaches to Lincoln, Neb. It has been called the largest peacetime airlift in the world, as a Citation business jet will land or takeoff every two minutes for 10 hours at
November 2013
SUPPORT SPECIAL OLYMPICS AIRLIFT Trenton Mercer Airport (TTN). Rhonda Fullerton, Cessna director of the CSOA, said: “Over the past six airlifts, Citation owners have contributed millions of dollars to the Special Olympics USA Games by way of donations of time, fuel, and resources. It is gratifying to organize this campaign, being able to provide a cost savings to the games while at the same time giving 1,000 athletes and coaches the flight of a lifetime, and to be part of a week they will never forget.”
January 16-19, 2014
How bad have you got it?
Bob Gobrecht, president of Special Olympics North America, said: “The Citation Special Olympics Airlift provides a crucial cost savings to our programs. By not having to expend funds for commercial transportation, our programs can devote every possible cent toward sending as many athletes as possible to the 2014 USA Games.” Special Olympics programming, from local to state to national and international, is offered at no cost to the participating athlete or their families. Training, facilities uniforms, transportation, meals and more are all paid for by Special Olympics. “The airlift provides a rare opportunity for Special Olympics athletes, and for the Citation volunteers. Many athletes have never flown on a plane of any kind, and many have never even left their home state. To have the personalized attention and support of Citation owners and pilots provides tremendous comfort and assistance to our delegations,” said Gobrecht. The 2014 Special Olympics USA Games bring nearly 3,500 athletes from all 50 states to compete in 16 Olympicstyle competitions. The CSOA has a goal of recruiting 175 Citation owners to support the transportation of 800 of these athletes to and from Trenton Mercer Airport (TTN). On average, the CSOA volunteers transport one-third of the participating athletes to the Games. To date, Cessna has recruited 26 companies to volunteer for the airlift. Those interested in enrolling to help should go to Cessnaairlift.com or contact Rhonda Fullerton, Cessna director of the Citation Special Olympics Airlift, at 316/517LIFT or at airlift@cessna.textron.com.
Airport Continued from Page 24
We know you are anxiously awaiting the 2014 U.S. Sport Aviation Expo, and we are too! This will be our 10th annual celebration of excellence in Sport Aircraft and we can’t wait to share it with you!
You’ll enjoy plenty of aviation eye candy, and intimate access to the best in Sport Aviation. Sebring’s Expo is the place to see, try, fly, and buy everything Sport Aviation. Visit our website for up-to-date info.
www.sport-aviation-expo.com Sebring, Florida 863.655.6444
development plans for Lubbock Executive Airpark including adding 20 hangars in the coming year, shepherding an application he has prepared for GPS approaches, and working on a land acquisition project that would facilitate lengthening the runway to 5,200 feet. Local pilots seem to like what they are seeing at the field, and are coming home. Drake said the number of based aircraft has climbed back to 63; tenants range from owners of light sport aircraft and production singles to pilots of a Beech Baron, Piper Aerostar, and Cessna 421 Golden Eagle twins. “I’m on the right track, I think,” he said.
November 2013
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Flying With Faber
A VISIT uring a trip to Hong Kong about 15 years ago, I decided to take a ferry ride over to Macau. As I stepped off the ferry, I noticed a vacant field in the middle of which was a rickety looking ultra-light aircraft. The “for rent” sign caught my attention. I trampled across the tall grass and mushy sand and approached the aircraft and its owner. After sizing me up, he handing the keys over to me, delivered a modicum of ground instruction and I foolishly climbed aboard solo. I ascended to about 200 feet above the ground and circled the field, which was the approximate size of ten city blocks. After 30 minutes, I commenced my descent, closed my eyes and managed to land the ship right side up. Today, that area is covered with hotels, casinos, office buildings and shopping centers – and the ultra-light is extinct.
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Very Short History of Macau A portion of Macau is attached to mainland China. Another segment consists of a few small islands. Hong Kong lies about 30 miles northeast of Macau across the Pearl River Delta portion of the South China Sea. Under construction is the world’s longest ocean bridge, which will connect Hong Kong to Macau. Macau’s location at the mouth of the Pearl River and along the historic Silk Road made it an early center of trade. In the harbor, ships were loaded with cargos of silk destined for Rome. A guy by the name of Jorge Alvares landed in the region around 1513 and his fellow Portuguese followed. The Catholic Church established some missionaries; a Christian college was built next to what today are the St. Paul ruins. Portuguese Macau enjoyed a golden age of trade, which flourished until Macau was returned to China in 1997. Today, Macau is a Special Administrative Region of
Panoramic View of Macau. (Courtesy Macau Government Tourist Office)
Stuart J. Faber and Aunt Bea
Cotai Central
Cotai Hotel & Shopping District. China with a degree of self-governance. The historic center of Macau, now on the World Heritage List, encompasses architectural legacies that include old piazzas, churches, fortresses, residences and shops. In contrast, just a few blocks away are such modern edifices as the Macau Tower, the highest bungee-jumping site in the world, the Grand Prix Museum and, of course, the ultra modern and luxurious hotels and casinos that have usurped my ultra-light landing strip.
My EVAAir Experience I’ve flown on just about every major airline in the world, plus a few minor airlines where “first class” consists of a row of wooden benches on a DC-3. My recent trip to Macau provided my first experience with EVA Air. The trip was off to a good start with a stop at the new Star Alliance lounge at LAX’s Bradley Terminal. The facility, about the size of a football field, has an impressive assortment of hot and cold cuisine, an outdoor terrace, a media room with full movies, plenty of comfy seating and work spaces. You can put together a complete meal of tasty finger sandwiches, pastas and Asian selections. If you want to get some work done, or play some games, you can even borrow an i-Pad. Moments past midnight, we boarded one of EVA Air’s new planes. They have just taken delivery of an Airbus A321200. We settled ourselves in the plush Elite Class seats and anticipated our departure. About two minutes prior to the
(Stuart Faber)
EvaAir Club Lounge at Taipei Airport. (Courtesy EvaAir) scheduled time of departure, we felt that reassuring sensation of push-back. I love that feeling. On some airlines, it rarely coincides with the scheduled departure time. However, EVA Air has an enviable record of on-time departures and arrivals – over 90 percent! We had a stopover in Taipei. Waiting for the short hop to Macau, we sauntered over to the newly opened Club Lounge. The Lounge envelops EVA passengers in a relaxing atmosphere with chic, futuristic design elements that include a twinkling, star-lit ceiling, a sky tree and gently curving walls. In its welcoming dining area, EVA serves a selection of drinks, freshly-brewed coffee and delicious, kitchen-fresh Chinese and Western snacks. It also gives its guests power outlets at each seat and free WiFi. In addition, it offers the convenience of four spacious shower rooms. After a brief, but pleasant interlude, we boarded our flight for Macau and, sure enough, it departed on time, arrived on time and, as we entered the baggage claim area, our luggage awaited us.
What was little more than desert a few years ago is now a new city. Cotai Central, a dynamic “suburb” of Macau, has emerged from the ground as a phalanx of luxury hotels, theaters and shopping centers. The promoters like to refer to the region as their very own Las Vegas. To me, that moniker imposes an injustice and misconception on Cotai Central. Of course, Cotai has its glitter. But it has been spared the carnival atmosphere of Las Vegas Drive with its collection of druggies, street bums and ladies of the evening. A reasonable distance and a few grassy knolls separate the huge Cotai hotels and shopping centers. Put another way, Cotai Central exudes a gentility that Las Vegas only wished it possessed. Cotai was developed primarily by Las Vegas hoteliers. The region is anchored with hotels ranging from a Holiday Inn to a Four Seasons. Even the classy Holiday Inn is like no other I’ve ever seen in the United States. The bustling Cotai Strip has become the entertainment, shopping and leisure center of Macau. Shops include every worldclass vendor from Gucci to Rolex.
Sheraton Macao Hotel (Courtesy Sheraton Hotels) Sheraton Macao Hotel, Cotai Central, Taipa, Macau, Sheraton.com/ macao At the center of the Strip, and just minutes from the airport, is the brand new Sheraton Macau Hotel. Operated by the Las Vegas Sands Hotel Group, and unlike Continued on Page 32
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Flying With Faber Continued from Page 31
Ensconced on the Club Level
amenities the business or leisure traveler could wish for, Sands Cotai Central is Macau’s premier destination. This spectacular hotel, which soars above the center of the Cotai Strip, has almost 4,000 rooms and suites. Despite its size, you can select your accommodations in one of the towers and enjoy the pleasure of a secluded neighborhood.
any Sheraton I’ve ever seen, it’s a worldclass, super-luxury hotel – the largest Sheraton in the world. Nestled within Macau’s newest, most exciting fully integrated resort, Sands Cotai Central, the Sheraton Macao Hotel enjoys a strategic position, with instant access to all of Cotai’s exciting attractions. With more than 100 world-class retail stores, 20 restaurants and cafés, live entertainment and two vibrant casinos, along with all the
November 2013
The stylish, strikingly luxurious rooms on the Club Level of the Sky Tower are composed of more than 450 square feet of tasteful decor. The rooms are graced with Sheraton’s Sweet Sleeper Beds, high speed Wi-Fi, stunning views, huge bathrooms with separate shower and tub. The Club Floor and Lounge have special amenities such complimentary breakfast, all-day snacks, evening
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In addition to several swimming pools and a professional level workout gym, the Shine Spa for Sheraton, the largest Shine Spa in Asia Pacific, offers some of the best spa treatments in Asia. With 15 treatment rooms including five couple rooms, plus a Beauty Zone and hair salon, the Spa fuses Eastern and Western traditions inspired by the Chinese Zodiac and the five elements of Feng Shui: metal, wood, water, fire and earth. The extensive spa menu contains signature treatments, which pamper the mind, body and spirit. You can also avail yourself of a steam, sauna, Jacuzzi or the Spa dining menu.
Outstanding Hotel Dining Along with poolside dining and an array of boutique eateries, Sheraton operates three world-class restaurants. Bene, a warm and welcoming modern Italian Trattoria, with authentic Italian “mama” style dishes, features seasonal items for lunch and dinner, including stone oven pizza, risotto, hand-made pasta, Italian cold cuts and cheeses, and grilled meats, all generously portioned to share. An extensive, walk-in wine cellar guarantees a great wine match. Xin is Macau’s Asian hotpot and seafood restaurant, offering a diverse array of hotpots, and fresh-from-the-tank seafood. The tempting hotpot buffet displays many varieties of scallops, sea cucumbers, clams and prawns. Plus, it’s fun. Extremely fresh ingredients are presented at the table and you cook them in one of several broth selections. With a lively atmosphere and great value all-day dining, Feast presents the ultimate showcase of international flavors. A world of flavors buffet highlights Asian, Portuguese and Macanese treats, whileContinued on Page 33
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Flying With Faber Continued from Page 32 live cooking stations prepare wood-fire roasting, grilling and Tandoor dishes.
DreamWorks Experience In its goal to become a family destination, most of the hotels and centers are developing kid’s and family venues. For example, DreamWorks Experience at Cotai Strip Resorts is a collection of theaters, upscale shops and restaurants and a charismatic center of fun and frivolity. A beautifully choreographed daily parade takes place in the shops and features many familiar characters from Shrek, Madagascar, Kung Fu Panda and How to Train Your Dragon. You can even have breakfast with Shrek at the Shrekfast. The breakfast begins with a DreamWorks character performance after which the characters mingle with the guests.
Intriguing Dining in Old Macau Away from the hotels, Macau abounds with eclectic cuisine: Portuguese, Cantonese, Mandarin, Italian and
Macaun – a combination of just about everything east and west. All food items are imported. We visited the Red Market, three floors of fresh produce, beef, pigs and seafood of every description. Many of the critters were killed and processed before our eyes. Some folks regarded these scenes as unpleasant and instantly retreated to veganism. I was pleased to see how fresh everything was and how short the span from market to table. Albergue 1601, albergue1601.com. An outstanding Portuguese and Macaun Restaurant, and the site of one of my most remarkable meals of this year, this quaint restaurant is nestled in an attractive old town courtyard. We started with a traditional caldo verde, the classic Portuguese green soup. Next, we were presented with a mixed salad of lettuce and thinly sliced onions in an olive and white vinegar dressing. It’s a mystery how they achieved so much flavor from so few ingredients. Platters of jumbo scallops with garlic and sausage followed, then the main course of roasted whole suckling pig, African chicken, stuffed cabbage rolls, salted codfish with
shredded potato fries and Portuguese seafood with rice. Porto de Macau, Nova Taipa Gardens, Block 27 R/C, Taipa, Macau, 853/2884-3739 Chef-owner Gil Raposo and his wife are accomplished chefs, both of whom trained in their native Portugal. No surprise, their warm, inviting European restaurant is home to authentic Portuguese cuisine. We were put to work for our dinner. First, we selected some fresh clams, sautéed them in garlic and white wine, scattered the pot with a few spoonfuls of coriander leaves and some fresh lemon juice. Next, we took handfuls of recently harvested prawns, crab, mussels and monkfish and sautéed them with onion, garlic and bell peppers, chili, then added a delightful fish stock. At the end, we introduced some cooked rice. The flavors of this Portuguese style paella were incredible. We embarked upon the main meal and sampled a potato soup with kale and Portuguese sausage, then moved on to abundant plates of roasted sea bass, a
Cooking in Macau.
(Cheryl Wilson)
roasted pork tenderloin with bread pudding and sautéed asparagus and finally, a roasted lamb shank with rosemary and baby potatoes. More features of this extraordinary destination will be covered in my future columns. Hopefully, my next visit will include an automobile ride on the bridge from Hong Kong. Unfortunately, the ultra-light is gone forever. That’s progress.
Have an event coming up? Submit it for publication in the In Flight USA Events Calendar online at inflightusa.com
In Flight USA Celebrating 30 Years
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November 2013
2013 AOPA Summit
AOPA SUMMIT By Alyssa J. Miller he old saying, “Everything’s bigger in Texas,” held true for AOPA Aviation Summit 2013. About 400 exhibitors filled the Fort Worth Convention Center in Texas, and nearly 100 aircraft flew in to Fort Worth
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A helicopter arrives in style at the convention center. (Fred Thomas)
Dusty comes to real life, so to speak, as an Air Tractor. (AOPA.org)
Meacham International Airport for the static display at Airportfest. AOPA anticipated more than 1,000 aircraft would fly in to the Dallas/Fort Worth area for the three-day event, that ran Oct. 10 through 12. Attendees were treated to a range of aircraft at Airportfest, including the B-29 Superfortress Fifi. The Commemorative Air Force, Greatest Generation Aircraft, and Cavanaugh Flight Museum gave rides throughout the event in warbirds ranging from Fifi to a C-47 or a H-13B “Sioux” helicopter made famous by M*A*S*H. Airportfest had aircraft from Cessna, Cirrus, Piper, Embraer, American Champion, Diamond, Eclipse, Epic Aircraft, Piaggio, Pilatus, Quest, Waco Classic, and a host of light sport aircraft dealers. Attendees were sure not to miss the crowd favorite, Sarah Wilson’s pristine Jimmie Allen Speedmail biplane dubbed Buddy. Dusty, the star of Disney’s Planes, was also featured at Airportfest. The cartoon character came to real life, so to speak, as an Air Tractor painted to look like the lovable animated version. Airportfest was free for the public to attend and offered special events through-
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Redbird set up its full-motion simulator that attendees were able to try out during the show. (AOPA.org) out the show, including Saturday, which was dedicated to inspiring youth to fly. The exhibit hall featured full-scale mockups, simulators, aircraft, engines, and products and gadgets galore. Honda Aircraft Co. was there, showing off its HondaJet with a mockup that attendees could go through to learn about the jet’s over-the-wing engine mount, all-composite fuselage, natural laminar flow, and more. Redbird Simulations had its fullmotion simulator on hand, and a mockup of the Cirrus Vision Jet was also in the exhibit hall. While most aircraft and simulators in the exhibit hall were trucked in and reassembled inside, one special arrival landed beside the convention center on Oct. 9 – a Bell Helicopter 407. The
The AOPA Sweepstakes Debonair - exterior and interior. (AOPA.org) helicopter was on display outside the convention center. One of the biggest draws at Summit each year is the educational seminars. This year, AOPA offered more than 100 hours of seminars on five topic areas: leading luminaries, maintenance, medical and legal, pilot skills, and technology.
SAN FRANCISCO BAY AREA FLIGHT SCHOOL WINS BEST A Bay Area flight school has won the top honor in the annual Aircraft Owners and Pilots Association (AOPA) Flight Training Excellence Awards. The school, San Carlos Flight Center, was opened in early 2012 by San Francisco resident Dan Dyer, a long-time flight instructor operating in the SF Bay Area. While other flight schools in the area have received honorable mention in past years, this is the first time a West Coast flight school has taken top honors. “Enormous congratulations are due to all the finalists,” said Shannon Yeager, vice president of AOPA’s Center to Advance the Pilot Community. “We created these awards to highlight the best the flight training industry has to offer, and it
BAKER,
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pilots and people who want to become pilots to call home.” San Carlos Flight Center began with one airplane and the goal of creating a real sense of community for pilots to come together to learn from each other and share in the fun of aviation. The Flight Center’s motto is “Safety, Community, Adventure” and dedicates itself to developing safe, competent pilots in a welcoming environment. Now the school boasts almost 200 members, and 14 aircraft, and continues to welcome in local pilots.
About San Carlos Flight Center San Carlos Flight Center (SCFC) was founded to provide flight training,
ike many of the hundreds of pilots packed in the ballroom of the Fort Worth Convention Center in Texas Oct. 10, AOPA President Mark Baker was an “airport kid.”
Details Plans to Protect, Promote General Aviation
“I fell in love with flying at the airport – and I bet many of you did too,” Baker said during the keynote address Thursday morning. “I was one of those airport kids. I used to ride my bike down to the field to watch the planes take off and land. And I talked to the pilots and
bummed rides whenever I could.” He’s seen the toll financial and security pressures, to name a few, have taken on general aviation. “That experience just isn’t available anymore,” he continued, “but it should be.” And, he said, he’s doing something
U.S.
aircraft rental, and aerial tours focusing around the core values of Safety, Community, and Adventure. These core values guide their interactions with all stakeholders – customers, vendors, pilots, passengers, competitors, and the local Generation Aviation community as well as the community at large. SCFC provides safe aircraft, superior service, clean state-of-the-art facilities, and a joyful and respectful environment. They encourage the social nature of flying by organizing events that draw likeminded people together in a friendly and inclusive environment. For more information, please visit www.sancarlosflight.com.
SELF-PROCLAIMED 'AIRPORT KID,' SETS TONE
By AOPA ePublishing staff
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was clear from the customer reviews that every one of these schools and instructors are operating at an outstanding level of quality and service.” The 2013 Flight Training Excellence Awards drew more than 3,000 respondents who voluntarily reviewed their flight training experience through an AOPA online poll. More than 500 different flight schools from across the country received nominations and 11 were selected as finalists. San Carlos Flight Center received the top honor on Wednesday, Oct. 9, 2013 at the AOPA Aviation Summit in Fort Worth, Texas. “We are thrilled to have received this recognition,” said Dyer, “We’ve worked hard for two years to build a place for
IN THE
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about it and encouraging AOPA members to join him in sharing ideas and taking active steps to revitalize the community. Baker presented four key areas on which he is focusing: cutting FAA costs, getting the third class medical exemption Continued on Page 35
November 2013
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2013 AOPA Summit
AOPA PRESIDENT MARK BAKER CHARTS PLAN TO CUT FAA COSTS, WIN THIRD CLASS MEDICAL APPROVAL AND REVIVE GENERAL AVIATION AIRPORTS Aircraft Owners and Pilots Association (AOPA) President and CEO Mark Baker opened AOPA’s Aviation Summit 2013 with a spirited call to preempt mandated sequestration cuts to the Federal Aviation Administration’s (FAA) budget with smart reductions that do more for pilots, increase pressure on the FAA to expand the driver’s license medical standard and to open up public access to airports nationwide. Baker also outlined his initiative to replace AOPA’s annual Aviation Summit in 2014 with a series of regional fly-ins where members can talk directly with him and AOPA staff about their concerns. “We’re going to take a hard look at FAA spending and come up with our own suggestions for saving money,” he told a crowd of more than 1,000 at the Fort Worth Convention Center. “We know that costs have to come down. But we also know that some cuts make a lot more sense than others.” Baker noted that during a previous round of sequestration cuts, “there was a plan to close virtually all the contract towers in the country – and eventually our friends in Congress had to step in to keep those towers operating. We can’t let that happen again, so we aren’t going to wait around for people who don’t understand or care about general aviation to make those choices.” Baker suggested streamlining flight service station operations and shutting down little-used VORs and instrument approaches as a way that the FAA could
save more than $55 million without damaging general aviation. “We aren’t talking about getting rid of things you use, things that are important to you,” he told the AOPA members. “We’re talking about not spending money on things that don’t help pilots and don’t improve safety.” Baker invited members to share their cost cutting ideas with AOPA by sending an email to FAAcostsavings@aopa.org. Baker also said he’s pressing the FAA hard to approve a petition that will allow many pilots to substitute a valid driver’s license for a third-class medical certificate. AOPA and the Experimental Aircraft Association petitioned the FAA for that change 18 months ago, and more than 16,000 pilots filed comments on the idea. The FAA has so far failed to act. “Some people at the FAA have said changing the medical isn’t a priority,” he said. “But that doesn’t make sense. We estimate that letting more pilots fly with a driver’s license medical would save the FAA $11 million at a time when we know they need to cut costs. “I brought this issue up with the FAA administrator just last week. He is understandably worried about safety. But we feel confident that this petition ensures safety. Light Sport Pilots have been flying safely with driver’s license medicals for nine years. Our proposal would actually add another layer of safety by giving pilots training in how to selfcertify that they are fit to fly.” Baker, who grew up in Minnesota,
described himself as “one of those airport kids. I used to ride my bike down to the field to watch the planes take off and land. That experience just isn’t available anymore, but it should be. “Airports shouldn’t look like prison camps. We respect the need for security, but airports only thrive when people can use them.” As AOPA president, Baker said he will work with the FAA and aviation security agencies to reduce the austere measures that some airports have employed to improve security, making airports more accessible to encourage both new pilots and a stronger connection with communities. “The community needs access – this is how neighbors experience the value of their airports and how future pilots are exposed to GA,” he said. “Watching planes take off and land is just as cool now as it was when I was a kid. Why can’t our airports have picnic tables, shelters, grills, viewing areas, and playgrounds?” Baker also touched on the future of
AOPA’s relationship with its nearly 400,000 members, stressing that he wants to hear directly from members about what matters to them. In light of that, he said, AOPA will forego an annual summit in 2014 and instead stage a series of regional fly-ins. “I want to meet you where you fly so I can really get a feel for what’s important to you,” Baker said. “In many ways, my job as AOPA president is to find out what matters most to you, our members, and make sure that we’re using our resources to accomplish those goals. But I can only do that if I really understand how and why you fly. “So next year, we’re planning to host about half-a-dozen regional fly-ins all around the country. These will be full day events. I’ll bring you up to date on what’s happening at AOPA and I’ll listen to you about your concerns. We’ll have seminars or other educational opportunities, have lunch together and do some flying.” “It will be a whole day of GA, and I can’t wait to get started!” To learn more, visit www.aopa.org G
TH IFT C E P ERT ER IFIC FE AT CT ES HO AVA LID ILA AY BLE GI FOR FT !
Baker Sets Tone for AOPA Continued from Page 34 granted, preserving airports, and breathing new life into aviation at the local level. Those goals, he said, are similar to those of AOPA’s founders who decided the purpose of the organization would be to promote the economy, safety, and enjoyment of personal flying and to promote, protect, and represent the interest of its members. “Next year, AOPA will celebrate its seventy-fifth anniversary,” Baker said, explaining his recent visit to AOPA’s birthplace, Wings Field. “And our goals and vision really haven’t changed. “Back in 1939, the world was going to war and it looked like GA might disappear forever. We still face threats – but there are a lot more than five of us today, and we
UNLEASH YOUR INNER FLYBOY. AOPA President Mark Baker, right, and AOPA Editor in Chief Tom Haines. won’t let general aviation disappear.” FAA budget: ‘We aren’t going to wait around’ While the impact of the federal government shutdown may not have directly impacted all pilots immediately, a prolonged shutdown will affect pilot and medical certificates and pilot services. Meanwhile, sequestration will continue Continued on Page 36
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In Flight USA Celebrating 30 Years
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November 2013
2013 AOPA Summit
Baker Sets Tone for AOPA Continued from Page 35 to get worse unless the aviation community bands together to step in. “We aren’t going to wait around for people who don’t understand or care about GA to make those choices,” Baker said. “We’re going to take a hard look at FAA spending and come up with our own suggestions for saving money.” AOPA is working with the
ONE
Experimental Aircraft Association, General Aviation Manufacturers Association, Helicopter Association International, National Air Transportation Association, and National Business Aviation Association to identify cuts that won’t hurt GA. “We have already identified about $150 million in potential savings, and we think we can come up with a total of at least $500 million,” Baker said.
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Flight service is one area of savings. When the FAA ran flight services a decade ago, the services cost $550 million a year. Lockheed Martin took over in 2005, and now flight services cost $188 million a year. That savings could grow – about another $75 million a year – if redundant services were eliminated and Web-based self-service, along with some other changes, were implemented. “Don’t worry, we don’t want to get rid of live pre-flight briefings,” Baker explained. “We just want to give pilots more of what they use and less of what they don’t.” VORs are another area for potential savings as the nation transitions to the Next Generation Air Transportation System (NextGen). If about half of the 967 VORs nationwide were decommissioned and just a basic network was kept in place, the FAA could save $55 million every year. It’s the same principle with redundant approaches, Baker said. “Some runways have seven approaches, but you really only need two good ones.” Getting rid of some approaches that no one uses could save another $4 million a year. “We aren’t talking about getting rid of things you use, things that are important to you,” he emphasized to attendees. “We’re talking about not spending money on things that don’t help pilots and don’t improve safety.” To that end, Baker encouraged members to send him their thoughts on cutting costs. (Mail to FaaCostSavings @aopa.org) Third-class medical exemption: ‘I won’t just let it die’ Eighteen months ago, AOPA and EAA filed a petition with the FAA to expand the driver’s license medical standard. More than 16,000 comments were filed with the FAA, and they were overwhelmingly positive. Some at the FAA say the initiative isn’t a priority, but it should be. It could save a substantial amount of money. “We estimate that letting more pilots fly with a driver’s license medical would save the FAA $11 million at a time when we know they need to cut costs,” Baker said. The pilot community would benefit too, to a savings of almost $250 million over 10 years. “I brought this issue up with the FAA administrator just last week,” Baker said. “He is understandably worried about safety. But we feel confident that this petition ensures safety.”
Sport pilots have been flying safely with driver’s license medicals for nine years. And the AOPA-EAA proposal adds another safety layer – specific training in self-certifying fitness for flight – to what is used for sport pilots today. “We have offered to work with FAA to find a way forward, and we’re talking to our friends in Congress about it too. “I won’t just let it die.” Aviation access: ‘Airports shouldn’t look like prison camps’ Baker, who shared his passion for hanging out at airports and attracting non-pilots to aviation, acknowledged airports’ needs for security, but said there needs to be balance. Communities need access to their airports. “Why can’t our airports have picnic tables, shelters, grills, viewing areas, and playgrounds?” Baker questioned. AOPA works across the country every day to protect airports, often weighing in at city council meetings and with mayors’ offices to defend an airport or explain its benefits to the community. The association also encourages cities that value and use their airport to help their local area thrive. “Change won’t happen overnight, but it will happen and we’ll be working with airports and pilots to make sure it does,” Baker said, highlighting examples in a video presentation of flourishing airports as well as sharing the controversial closure of others. Community events: ‘I want to meet you where you fly’ Baker spoke to attendees about the recent announcement that this would be the last AOPA Aviation Summit for the foreseeable future. He explained that the association is planning to host about a half-dozen regional fly-ins across the country in 2014 – full-day events with educational seminars, lunch, and fun flying. During these events, Baker said he will share what’s happening at AOPA and listen to members’ input. “I want to meet you where you fly so I can really get a feel for what’s important to you,” he said. He started soliciting that input, immediately during the keynote with a Q-and-A session with members present, hosted by AOPA Pilot Editor in Chief Tom Haines. But it’s not just the members who attended Summit. Baker stressed that, “I do want to learn from you, our members,” and offered his email address (mark@aopa.org) as a way to get the dialogue started with those who could not be in attendance.
November 2013
www.inflightusa.com
OODIES AND ADGETS
37
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.
HOLIDAY IDEAS Jewelry Made From B-17 Bomber Skins Highlights New EAA Gift Catalog Give a piece of the legendary B-17 Flying Fortress this holiday season with original, exclusive jewelry made from the actual exterior skins of EAA’s Aluminum Overcast, available through the 2013 EAA merchandise catalog. This jewelry is available only through EAA, made by Criffin Designs from the skins that were removed after being damaged in a 2012 hailstorm. A portion of the proceeds from the sale of this jewelry will help maintain the B-17 in flying condition for years to come. EAA’s new 52-page catalog also features the latest and best of all things aviation and EAA-related, from clothing and memorabilia to books and DVDs. More than 30 items have special EAA-member pricing and many are "Made in the USA" items discovered by EAA especially for the catalog. Another gift available for the airplane lover is "The Gift of Oshkosh" admission to EAA AirVenture Oshkosh 2014. Advance tickets purchased online receive free shipping for the limited edition 2014 "Cleared Direct" Oshkosh Tshirt. Tens of thousands of EAA members will receive the catalogs in the mail, and many catalog items are available at the EAA AirVenture Museum gift shop in
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New Plush Airplane for Kids While many adults love airplanes enough to cuddle with them, a new product from Powder Puff Pilot is designed for kids to do just that. The Oklahoma-based web retailer of aviation gear and accessories is introducing “My First Airplane,” a super soft, highly huggable plush airplane that comes in powder pink or sky blue. “My First Airplane” is a natural addition to Powder Puff Pilot’s line of products that target women and children. “We’re all about ideas that popularize aviation among the younger set,” said owner and flight instructor Sue Hughes, “because when a child falls in love with aviation, it’s likely to last a lifetime.” Powder Puff Pilot products are available at www.PowderPuffPilot.com or call 888/801-6628.
Garmin D2 Pilot Watch Available at Pilotshop.com The Garmin D2 Pilot watch has GPS capability and a Worldwide airport database that feature Garmin’s signature direct-to and nearest functions so instant-
ly that thousands of Garmin customers will be at home with the experience. A d d i t i o n a l l y, pilots can easily start their "time off" using the stopwatch and set a vibrating reminder to switch fuel tanks using the timer. Also, automatically starts the GPS when altitude detects that you’ve taken off. Other handy features for aviators include display of multiple configurable time zones including zulu/UTC, compass with HSI, GPS and adjustable baro altitude, moving map, and user defined waypoints. Additional customization allows the pilot to select their favorite data fields including GPS ground speed, GPS track, distance from waypoints or destinations, estimated time enroute, bearing, glide ratio and much more. Additionally, the D2 Pilot will remotely control basic functions of the VIRB, including start/stop video, capture a picture, and display of elapsed time. Future enhancements planned after initial launch will add the capability to upload a flight from the Garmin Pilot app to the watch allowing connectivity to your favorite iOS or Android device running Garmin Pilot. Additional plans will enable the download of GPS track logs to flyGarmin for viewing, easy logbook tracking and sharing of flights.
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The Sunsocket Solar Energy Bar 250 Available at Aircraft Spruce
The SunSocket EnergyBar 250 is the first and only high capacity portable battery pack powerful enough to be classified as a “generator,” and is extremely lightweight and safe for aircraft. It utilizes lithium iron phosphate battery technology, which is stable and non-hazardous (unlike other lithium-ions). It can provide up to 30 hours of power for many USB devices, and up to 6 hours of power for larger electronic equipment like thermal coolers or even laptops. For more information, please visit www.aircraftspruce.com, or contact Aircraft Spruce at 1-877/477-7823 and reference part number 11-12101. Aircraft Spruce’s complete product line is available at aircraftspruce.com. Request your complimentary copy of the company’s free 950 page catalog.
GAMA RELEASES 2013 THIRD QUARTER AIRPLANE SHIPMENTS The General Aviation Manufacturers Association (GAMA) has released the industry’s airplane shipment and billing figures through the third quarter. Total worldwide general aviation (GA) airplane shipments rose 6.6 percent over the same period last year, from 1,419 to 1,513 shipments. Billings for GA airplanes worldwide in the first nine months reached $15.4 billion, up 24.5 percent from the same period last year, when they totaled $12.4 billion. Single and multi-engine turboprop shipments continued their positive trajectory, increasing 9.3 percent and 42.4 percent, respectively, this year. Piston engine airplanes increased 7.9 percent to 667 shipments compared to 618 airplane
shipments in 2012. However, business jet shipments were down from 430 units in the first nine months of 2012 to 421 in 2013. “The strong level of energy and positive mood of customers at NBAA’s convention this month reflects the industry’s continued recovery from the recession and gives GAMA members good reason to feel optimistic about the future,” GAMA President and CEO Pete Bunce said. “While our members enjoyed another strong quarter of billings, not all of the news is good; the industry still faces significant challenges, particularly in the small and mid-size jet markets.” Bunce added, “As GAMA works with policymakers around the globe to
Nine Months Airplane Shipments AIRPLANES Piston Single-Engine Turboprops Multi-Engine Turboprops Business Jets Total Shipments Total Billings facilitate increases in the deliveries of general aviation manufacturing products, we are encouraged by the progress of initiatives such as the Small Airplane Revitalization Act – which will increase safety while reducing cost for both industry and government. In addition, GAMA
2012 618 312 59 430 1,419 $12.4B
2013 667 341 84 421 1,513 $15.4B
CHANGE +7.9% +9.3% +42.4% -2.1% +6.6% +24.5%
continues to work with the FAA to quickly clear the backlog of deliveries that developed over the 16-day government shutdown and mitigate any adverse impact upon our critical fourth quarter numbers.”
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In Flight USA Celebrating 30 Years
40
ZENITH USED While many Zenith builders dream about flying into the back country, Richard Lauzon, 56, flies the opposite direction. His base is Ten Mile Lodge in northern Quebec and his STOL CH 801 is by far the most practical means of getting in and out of his hunting/fishing resort. The nearest airport is 45 minutes to the south in the Zenith. Richard’s alternative is a 60-mile road that takes four hours to drive and would challenge any 4WD or snowmobile. Richard built his Zenith in 18 weeks in Deep River, Quebec, with a lot of help from his friend, Curtis Fogal. During that time, Richard flew his LSA, a Merlin, down to Deep River, where he put in five 12 – 14-hour days each week. He first flew his Zenith in July of 2012, after waiting 19 weeks to get his Certificate of Airworthiness from the Canadian Ministry of Transport. While he has owned tube and fabric aircraft, he says “the winters were really hard on the fabric, so I opted for all metal this time and that’s worked perfect.” With the 1,000-pound useful load factor, he
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can haul a lot of supplies, mail and groceries up to his lodge. In the winter, he
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1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.
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1961 F33 DEBONAIR, 260 HP, 104 gal., D’Shannon mods. Slope W/S, new paint, $52,500.
PIPER ARROW, 1720 SMOH, NDH, IFR, all records, new strip/paint, 3 blade prop, $42,500.
1978 SENECA II, Narco, Cent. III AP, 12 SMOH L/R, new glass new P&I & annual. $139,500 OBO.
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.
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1976 BEECH DUKE, low time, new P&I, Garmin 530/430, STEC AP, loaded. $189,500.
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FOUGA MAGISTER, nice, custom Blue Angels paint job, mid time engine. Show ready $39,500 OBO. Will trade.
1979 C172N, 8270 TT, 0 SMOH, $56,000. New Paint. New annual, low down, will finance.
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1981 C172P, 1000 SMOH, new paint, IFR. $52,500
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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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parks the aircraft on the frozen lake in front of the lodge and in summer he uses
a 2,400 foot gravel strip he cut into the forest behind the lodge. Next summer, he’ll be using amphibious floats to allow him to keep his aircraft on Lac Dumoine year round. The snow begins drifting in early November and stays on the ground through April. During that time the road is closed to all but snowmobiles, but it’s a long, cold ride through the forest with limited space for bringing back materials. The CH 801 burns far less fuel and Richard considers it more reliable. Richard likes the fact that the Zenith is airborne and lands in about 50 feet. “It’s like having a flying pick-up truck,” he said, “and it sure does get used.” The unique performance of the CH 801 and the ways in which Richard utilizes it became the subject of a recent feature on The Aviators TV (season 4, episode 2). It serves as a great example of back-country flying in reverse. For more information on the CH 801, visit Zenithair.com. If you are interested in hunting and fishing, visit http://www.tenmilelodge.com/
1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.
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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, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
GENERAL AVIATION FUEL MANAGEMENT ISSUES hile the ASRS receives an average of 35 general aviation fuel starvation and fuel exhaustion incident reports per year, the NTSB investigates a significantly higher number of accidents related to fuel management. The voluntary nature of ASRS reports accounts for some of the difference in the number of reports, but the higher NTSB numbers also highlight another point – the fact that fuel management errors often lead to significant aircraft damage and/or personal injury. By taking heed of the lessons in the following ASRS reports, Pilots can help reduce fuel management errors and avoid the often costly results.
W
“I Aimed for a Thicket of Trees” After a student pilot in a PA-44 set the fuel tank selector in the wrong position, only the quick action of the Instructor changed the event from a certain accident to an ASRS incident. Lesson 1: Know how to operate the aircraft’s fuel tank selection panel. • The student…preflighted before the start of the lesson. While running the Start checklist, I observed some mishandling of switches such as engaging the starter when he meant to press the prime button and forgetting to turn the magnetos on prior to cranking the engine. During the run up, he demonstrated satisfactory procedures while checking the systems and briefing the takeoff and emergency procedures... We taxied to the runway for the start of pattern work and were cleared for takeoff. While the student taxied onto the runway, I performed my own personal checks by visually confirming that all mags were on and both fuel selectors were in the ON position. After takeoff, the Student turned a left crosswind then downwind and started his Pre-Landing checks after the gear had been extended…. Abeam the runway, I requested a touch-and-go and read back the landing clearance... The student reduced the throttles to 15 inches MAP
(Manifold Absolute Pressure), added the first notch of flaps, and pitched for a 100 knot descent... It was at that point that I noticed irregular left engine noise. Since we were flying on a fairly humid day, I promptly turned on the carb heat of the left engine and then the right. The left engine quit immediately following the application of the carb heat. I announced, “My controls,” took control of the aircraft and proceeded to adjust mixtures, props, and throttles full forward. At that point the right engine quit as well. I pitched for 88 knots and looked right and left in search of a place to land while declaring an emergency on Tower frequency. At this point we were approximately 1,000 feet AGL and somewhere just north of the…highway merger. I checked the mag switches to verify that they were on. Tower asked if we required equipment and I replied, “Yes, we can’t make the airport.” After ruling out any surrounding roads due to the amount of bank required to get to them, I aimed for a thicket of trees straight ahead. Reaching between the seats to verify that the fuel selectors were in the ON position, I found them both resting at the midpoint in the OFF position. I quickly pushed both fuel selectors full forward to ON and continued the glide. In the midst of preparing for a nose-high flare into the trees, both engines fired and started developing full power, pulling the aircraft up and away from the terrain. After reaching a safe altitude, I updated the Tower to let them know that we had regained power and would be landing on the runway. On final approach to land, the student started reaching for the fuel selectors and yoke to which I responded, “Don’t touch anything. I am flying and will be taking this landing.” After parking and shutting down the aircraft, I questioned the Student on his actions. He stated, “I looked at the fuel selectors while on downwind; they looked wrong, so I moved them.”
“I Flared and Landed in Rows of Soybeans” A pilot conducting skydiving operations in a light twin aircraft learned that a questionable visual inspection of the fuel tanks may not be the best way to confirm fuel gauge readings and could result in an unplanned arrival in the produce aisles. Lesson 2: Err on the side of caution. When it comes to fuel management, err much further on the side of caution. • This incident occurred while supporting skydiving operations. The flight was conducted in VFR conditions within a four-mile radius of the airport. The flight to altitude was uneventful and I released all the jumpers at an altitude of 13,000 feet. On the way down, I noticed a fluctuation in engine power from the right engine. Moments later, the power returned. I contacted [my base] and requested the mechanic to meet me when I got down. I turned onto a four mile final with the landing gear down and locked, but flaps still up. At that point I saw the right engine fuel pump annunciator light come on. Moments later I felt the plane surge heavily and begin to slow. I powered up both throttle levers to arrest the loss of airspeed. The airplane immediately began to bank right and continued to do so despite counter control input. I determined the right engine was not producing power. At that point I was well short of the runway at about 500 feet AGL (or less), with the airspeed decreasing to around 80 knots. I immediately brought both throttles back to idle. This stopped the uncommanded turn and I was able to nose over a bit and select an open field east of the runway. I pushed the nose down to maintain my airspeed (still at 80 knots) and seconds later was able to clear some trees and head for a soybean field. As I cleared the trees, I selected the flap lever down, flared, and landed in the rows of soybeans. The roll out was short and surprisingly smooth. While still rolling, I feathered both engines and moved the condition levers
to cut off... I shut everything off, got out, and determined that the airplane had suffered no damage. I also determined that there were only trace amounts of fuel in each tank. On pre-flight I was told by the pilot operating the plane the day before, that 40 gallons were flown off of the full nacelle tanks which contain 120 gallons total usable fuel. I visually confirmed that the tanks were approximately half-full, although this is very difficult to judge accurately. The fuel gauges in the cockpit also indicated 3/4-full tanks on each side. After the off-field landing, I went back into the cockpit to check the fuel gauges again and they both still indicated 1/4-full. In retrospect I can see my efforts to determine the fuel on board before the flight were inadequate, which lead to a fuel starvation event which nearly produced a low altitude VMC roll which would undoubtedly have ended me. I am still uncertain as to the exact discrepancy between perceived fuel and actual fuel onboard and I may never reconcile this. What is certain is that in the future I will err much further on the side of caution, especially when it comes to fuel management.
“All Was Normal Until Five Minutes After Takeoff” The pilot of an experimental homebuilt aircraft miscalculated the amount of fuel onboard and didn’t believe the tank that looked empty was actually empty. Unfortunately, he ran out of fuel while enroute to another airport… to get fuel. Fortunately, he shared a lesson in common (fuel) sense. Lesson 3: When a fuel tank shows no visible fuel, put fuel in, regardless of what you think is in the tank. • When I flew to the airport four days previously, I noted that I had about one hour of fuel remaining, i.e., a quarter of a tank. On the morning of the incident, I went to the airport to fly 20 miles south for fuel. In this airplane, no fuel will show up on inspection when there is less than a Continued on Page 47
In Flight USA Celebrating 30 Years
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2013 BUSINESS AVIATION CONVENTION & EXIBITION ACTOR, PILOT HARRISON FORD ACCEPTS HUMANITARIAN HONOR AT NBAA2013 Harrison Ford may be best known for his iconic portrayals of movie heroes such Han Solo and Indiana Jones, but it was his invaluable and often unsung work as a general aviation advocate and humanitarian pilot that were in the spotlight at the NBAA Business Aviation Convention & Exhibition (NBAA2013) as Ford accepted NBAA's 2013 Al Ueltschi Award for Humanitarian Leadership. "I am humbled – and not just a little embarrassed – by this award and this attention," said Ford, with obvious emotion, in a ceremony that capped the Opening General Session at NBAA2013. "I have done what I've been able to do, and upon receipt of this high honor I promise to redouble my efforts... to try to make myself available for more of the good missions that can provide service to people in need."
Ford regularly operates a variety of fixed-wing aircraft and rotorcraft in support of humanitarian efforts such as the Cessna Citation Special Olympics Airlift and Corporate Angel Network flights, as well as aerial search-and-rescue operations. In 2010, he joined with hundreds of other general aviation pilots participating in relief missions for victims of a devastating earthquake that struck Haiti, flying doctors and equipment to remote communities in his Cessna Caravan turboprop single. In accepting NBAA's Al Ueltschi Award for Humanitarian Leadership, Ford noted the importance of calling attention to similar efforts by thousands of other general aviation pilots, including business aviation pilots. "The attention that could be paid to the good works... can only help to improve the understanding of the value of general aviation," he said.
Created in 2006, the Al Ueltschi Award for Humanitarian Leadership is named for the late Albert L. Ueltschi, in recognition for his lifetime of dedication to philanthropic causes, most notably in the development of international nonprofit organization ORBIS dedicated to preventing blindness and saving sight. Past recipients of this award include FedEx Express and its founder, Frederick W. Smith (2012); former U.S. Senate majority leader, surgeon and humanitarian pilot Bill Frist (2011); the donors and volunteers in the business aviation community who responded to the humanitarian crisis in Haiti (2010); the Civil Air Patrol (2009); Corporate Angel Network (2008); Veterans Airlift Command (2007); and Cessna Aircraft Company, in recognition of the Cessna Citation Special Olympics Airlift (2006).
Harrison Ford accepting NBAA’s 2013 Al Ueltschi Award for Humanitarian Leadership. (Courtesy of NBAA)
NBAA, REGIONAL GROUPS SEEK CLOSER TIES This year’s Local and Regional Group Networking Session, held on Oct. 23 at NBAA’s Business Aviation Convention & Exhibition (NBAA2013), not only offered business aviation leaders from around the country the opportunity to network with each other, but also served as a forum for how they could work better with NBAA staff to achieve the industry’s goals. “Collaboration” was the watchword of the networking session, a point brought home by numerous NBAA senior staffers – including Ed Bolen, president and CEO, Steve Brown, chief operating officer, and Lisa Piccione, senior vice president of government affairs – as well as the session’s leader, Don Hitch, chairman of the Local and Regional Group Subcommittee of the NBAA Access Committee. Noting that regional groups have a positive impact on safety, bring people
WITH IPADS
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By NBAA Staff “This is one of my favorite times at NBAA’s Convention, coming together to talk about advances in mobile technology
into business aviation and put a local face on the industry, Bolen said, “We want to take the local lessons learned and apply them in other regions and nationally.” “The gridlock in Washington, DC makes the work you do all the more important,” Brown told the regional group leaders. Because most airports are municipally owned, regional groups have great opportunities to provide input to ensure that aviation facilities meet the needs of operators, he added. During the networking session, Steve Hadley, NBAA's director of regional programs and Southwest regional representative, announced a new initiative designed to promote closer ties between NBAA leaders and regional group officials. “Insights Connection” will be a series of meetings designed to promote two-way communication between NBAA senior staff and local leaders, enabling them to
explore various Issues and opportunities. The first of these meetings, which will be conducted in conjunction with national and regional NBAA events, will be held in the Northeast in early 2014.
Building on the Roundtable This year’s networking session also reviewed the progress made at the inaugural Regional Leadership Roundtable, which was held in April in Denver, Colo. Topics included: membership marketing, organizational discussions and further communication plans within the regional group network. The next Regional Leadership Roundtable is set for June 2014 in San Antonio, Texas. In addition, quarterly teleconferences among roundtable participants are slated to begin next February. The networking session also offered examples of how successful regional groups run their organizations. Neil
Bracken of the Minnesota Business Aviation Association, one of the oldest regional groups, explained how his organization has evolved since being founded in 1955. By contrast, Reza Karamooz of the Nevada Business Aviation Association, which is less than a year old, explained how his group hit the ground running, thanks to the efforts of four committed people. During a subsequent discussion, others offered organizational and operational tips. Bob Quinn, NBAA Central regional representative, recognized the good work of one local business aviation leader by presenting NBAA’s Silk Scarf award to Gordon Huff, executive director of the Minnesota Business Aviation Association. In the future, NBAA hopes to formally recognize other regional groups for their legislative, community outreach, safety enhancements, career/education and humanitarian efforts.
SO MANY COCKPITS, ATTENTION TURNS THE RIGHT APPS and trends in iPad use over the last year,” said Tyson Weihs, CEO of ForeFlight, and among five flight app developers on an Oct. 23 panel at NBAA’s Business Aviation Convention & Exhibition (NBAA2013).
The session, “Aviation Apps for iPads and Smartphones,” is also a favorite of attendees. No wonder, with 89 percent of EFB authorizations by the FAA in the last six months for iPads,
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according to Rick Ellerbrock, chief strategist for aviation at Jeppesen. When attendees were asked to raise their hands if they’re currently using Continued on Page 50
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www.inflightusa.com
2013 BUSINESS AVIATION CONVENTION & EXIBITION FIVE QUESTIONS By NBAA Staff he Association caught up with newly elected NBAA Chairman Ron Duncan, president and CEO of General Communication, Inc. (GCI), Alaska’s largest telecommunications provider, to hear his thoughts on NBAA, its Convention and NBAA’s advocacy and education efforts. Having served as an NBAA director since 2005, Duncan began his term as chairman at the NBAA 66th Annual Meeting held on Oct. 23 in Las Vegas, Nev. Q. What are your goals for your term as NBAA chairman? A. I’m taking over a great organization. Dick [Shine] has done a fantastic job and we’re in great shape. So my fundamental goal is to continue the success that we’ve had on all fronts, particularly the public advocacy front. We’ve been amazingly strong there and that’s key for the Association. I’d also like to continue strengthening our relationships with the other general aviation associations. Our industry, particularly the business aviation segment, but including all aspects of general aviation, is under attack from those who don’t understand the importance of our role in the economy and our transportation system. A common vision and a unified defense across all of our associations, so not just NBAA, but also organizations like AOPA, GAMA, HAI, EAA and NATA, is essential to our continued success. Looking long term, we need to continue adapting to the increased international nature of our business. In many ways the heart of business aviation is expanding well beyond the U.S. – to the international front – and we have to be sure we adapt to that as an association. What we’re doing in Asia with ABACE [the Asian Business Aviation Conference & Exhibition] is critically important, and I want to be sure that we continue to have success in the international arena. Q. What would you say is the Association’s most important role in the industry? A. The Association is built on four pillars – advocacy, education, safety and service – and we have to do all four of those very well in order to succeed. Personally, I tend to put advocacy at the top of my list, just because if we’re not allowed to use the system, then none of
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the others really matter. But that’s true for each of the others as well. If we don’t fly safely, we’re going to get shut out of the system. If we don’t educate and provide a future work force, we’re not going to be successful. If we don’t serve our members well in support of their day-to-day operations, then we won’t continue to exist as an association. You can’t pull any of the four legs out from the chair or it will topple. Q. Can you talk about your view of NBAA’s advocacy efforts, and do you think we’ve been successful? A. We’ve been unbelievably successful. We’ve won just about every battle we’ve engaged in the last several years. We may have been too successful in that we’ve raised both our own expectations and the expectations of others a little too high. We beat back a big push on user fees, we got the Congress to reinstate the BARR program, we were successful in achieving our goals in the FAA reauthorization, we managed to get the towers reopened under first round of sequestration and we have held off being singled out for changes in our depreciation schedule. We have also been extremely successful working with our sister associations to help establish and build the General Aviation Caucus in the House and Senate. Today, more than half the members of the House of Representatives and 40 percent of the Senate belong to the General Aviation Caucus. We are also engaging successfully with our Members on state and local issues. Realistically, we can’t continue to win 100 percent of our battles, but we do certainly have to win the ones that are key for our ability to use our aircraft. NBAA and its members have developed an infrastructure that gives us the opportunity to fight and win. The Association did all that it possibly could do in regard to pushing the FAA to reopen the Aircraft Registry during the federal shutdown. This was a case where the problem was much bigger than our interests. In the shutdown, there were and are lots of people who are seriously hurting. Our issues are vitally important to us and the Association represents them very well, but there are a lot of other industries as well. We needed policymakers in Washington to put aside their differences and move our country forward. Q. What is NBAA’s Business
Aviation Convention & Exhibition’s role in the industry? A. This show is “the” show. It’s always a fantastic event. For starters, it’s a fantastic experience. It brings the industry together and helps to focus us on a common agenda. It’s still the largest of all the business aviation shows in the world and it gets great international attention. It’s just a spectacular event. The general sessions are a great way to start each day. I also learn a lot just walking around the convention floor. I have an airplane and I’m concerned about how I’m going to meet all the new requirements for operations in international airspace and the like, and going around and talking to the vendors and trying to get updates on all of the new technology that’s coming out is very useful. There are a lot of great education sessions, and my favorite is always the static display – that’s where it all comes together and it’s fun to walk around out there to see and touch what’s brand new and to dream about what you’d like to have. Q. Education is a major part of the Association’s mission – from the CAM Program to Professional Development Program courses, to Regional Forums and other events offered throughout the year. Why is it so important to provide these opportunities to the industry? A. When we talk to our members, one of the things we hear is that the biggest challenge they face is finding talented, qualified people. We hear of manufacturers selling airplanes to people who can’t find qualified crews to fly them, who can’t find qualified techs to support them and who can’t find qualified dispatchers. I think continuing to support the development of the people in the industry may be one of the most important things we do. Without a strong, well-educated and up-to-date workforce, we’re not going to be as productive as we need to be. It’s an industry that moves very, very rapidly – both literally and figuratively. The regulations, the technologies and the opportunities are always changing. There are always updates to procedures. Whether you’re concerned about the tax consequences of aircraft ownership, the regulatory structure, international operations or the latest in training and safety, you need a place where you can bring people together and the Convention is a piece of
that, but it’s not just the Convention. It includes all of the seminars and other events that NBAA does throughout the year. I’ve been to a number of those and the turnout is always great, the questions are probing and it’s obvious that there is a very enthusiastic force of people in this industry who want to stay on top of their game. That’s a big piece of what the Association provides. Anything we can do to get more exposure to young people is critical. We know that there is a pilot shortage. You talk to the folks at AOPA and they’re most worried about the fact that the pilot population is diminishing. Too many of the pilots we have are old folks like me. While we’d like to, we can’t keep flying forever. Without new pilots, techs and support staff, we’re not going to be able to keep the aircraft flying. Bringing new people into the industry and showing them all the great things the industry has to offer as a career is very, very important. This year, on the third day of the Convention [Oct. 24], we hosted our largest ever Careers in Business Aviation Day. Not everyone we reach out to will end up with a career in aviation, but providing young people a positive exposure to our industry is important in other ways as well. Making people aware of what business aviation does tends to produce more supporters in the long run. The overall general level of support for our industry, and the number of people who have a positive perception of private aviation, is critical to our future.
Biography of Ron Duncan NBAA’s new chairman, Ron Duncan, is one of the founders of General Communication, Inc. (GCI), Alaska’s largest telecommunications provider, and has been president and CEO since 1989. Prior to starting GCI, Duncan founded and was president of an Alaska-based cable television company. Duncan received a bachelor’s degree in economics from Johns Hopkins University and an MBA from Harvard Business School. He holds a commercial pilot’s license with SEL&S and MEL ratings and is type rated in CE-560, IA1125, G-100 and CL604 aircraft. In 25 years of flying, Duncan has accumulated 8,000 hours, more than half of which are in turbojets.
In Flight USA Celebrating 30 Years
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From Skies to Stars
November 2013
By Ed Downs
COMING ATTRACTIONS Part of the fun at looking into deep space (beyond our own solar system) is knowing that the light you are seeing has been traveling through space for possibly millions of years. While astronomers talk as if they are viewing in the present, the images they observe are actually being seen as if you were looking back in time. In other words, the dramatic announcement of spotting a super nova (massive exploding star) makes it sound as if the event was currently in the process of happening whereas, in fact, it may have happened a million years ago. That does not, however, alter the fact that it is the first time the event is being seen from our planet. True, others, on other exoplanets (planets not in our solar system, and there are a BUNCH of those) may have seen an event first, but they (the little green guys)
are not talking… yet. But let’s take another approach at talking about celestial objects and events, like those that are to come. What about “coming attractions?” To be sure, the up and coming comet ISON is certainly going to get a lot of media PR. Already being hyped as the “comet of the century” by some media, it may be readily visible by the unaided eye in late November at the time of its perihelion, or the closest point to the sun. At that point, the Sun’s energy and heat are causing the mainly ice and dust comet to vaporize its outer skin, resulting in the well known tail we all look for. But comets are unpredictable, and brightness is dependent upon many factors. Start looking in November and be especially vigilant on Nov. 28. I like to
ANDREINI, KOBELT,
into his or her heart and touched him in an unexpected but so meaningful way,” Andreini said. “That, for me, is what keeps me flying.” William W. “Pappy” Kobelt established Kobelt Airport in 1958. Located in New York State, the airport was intended to support Kobelt’s power line patrol operation. But since he was also an airshow performer in a Ryan PT–22, he soon added an aerobatic flight school, one of the first in the country. Kobelt Airport became the aerobatic mecca of its day with fly–ins, airshows and the school. In the early 1960s, it was “the” place to find performers, where fledgling aeronauts and experienced fliers went to aviate or just hang out. Today’s performers, competitors, and flight schools owe a debt to Pappy Kobelt for his foresight and love of flight. Pappy Kobelt died in an automobile accident in 1966, but will
always be remembered as a visionary with a passion for flight, aerobatic training, and airshows. The Thrasher Brothers – Grady, Richard (Bud) and Tunis – performed from 1945 to 1950 in 378 airshows from Houston to Erie Pennsylvania to Miami, and were known for organizing and promoting their own shows, known as the Thrasher Brothers Aerial Circus. They also performed as featured acts in other established shows, along with pilots including Woody Edmunson, Bevo Howard, Betty Skelton, and Ben F. Huntley. Their outrageous performances included the aerobatic routine of their Twin Ercoupe (two airplanes bolted together sharing common outer wings), a Piper Cub which took off with Bud hanging on a wingstrut during a complete airport traffic pattern, a “World's Smallest Airport” (cartop landing), car–to–aircraft
THE NEW PILOTSHOP.COM CATALOG Pilotshop.com has published a new, all-color, 34-page catalog which is available free of charge. The new catalog includes established products like handheld GPS, headsets, radios, flight bags, plotters, computers, laminated check lists, folding bikes, oxygen systems, survival gear, flight jackets, sunglasses,
ing the space vehicle that was to have been the cornerstone of the canceled Constellation project – a return flight to the moon. Constellation was canceled, but Orion is alive and well. The Orion Spacecraft will enter an orbit more than 3,600 miles from earth on its first test flight, nearly 10 times higher than the highest Space Shuttle flight. In Flight USA is giving this project special coverage in the months ahead, including what amounts to a “pilot checkout.” I will share my recent experience at the Johnson Space Center where NASA pros were kind enough to let the world’s oldest “astronaut wanabe” climb aboard and take the controls of the Orion engineering develop vehicle. It is a tough job, but somebody has to do it. Stay tuned.
THRASHER BROTHERS INDUCTED SHOW HALL OF FAME
AND THE
AIR Airshow pioneer William W. “Pappy” Kobelt, the innovative Thrasher Brothers, and lifetime performer Eddie Andreini are the 2013 inductees into the International Council of Air Shows (ICAS) Foundation Hall of Fame. Eddie Andreini has performed in nearly a thousand airshows over a period just shy of 50 years, flying a customized Russian Yak, a modified 500-hp Super Stearman, and beginning in 2012, a fully restored P-51 Mustang. Andreini also earned the ICAS Sword of Excellence in 2004. Performing primarily on the West Coast, Eddie has also flown internationally, including in the countries of Canada and Australia. According to Eddie, “There is always some small child who you know just became passionate about flying because of what he saw my plane do. Or even an older person will tell me that my performance really went deep
keep track of comet ISON on www.earthsky.org, a website/blog founded by Deborah Byrd, a talented astronomer and producer of science programs in both English and Spanish. ISON should be visible throughout much of December as well. While it will probably be visible without a telescope, visit www.telescope.com to see some of the “ISON Specials” being offered to those who might like to enter astronomy at this opportune moment in time. Finally, look to In Flight USA for a special feature on NASA’s Orion Spacecraft launch scheduled for the autumn of 2014. No, this is not just another trip to the International Space station (ISS) in a Russian taxi. While not publicized much in the contemporary media, NASA has been quietly develop-
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INTO
human transfers, and a parachute jump with Bud displaying an American flag. The Thrashers, Kobelt, and Andreini will join the impressive list of 59 honorees who have entered the Hall of Fame since 1995. The ceremony will be held on the evening of Thursday, Dec. 5, 2013 at the Paris Hotel in Las Vegas during the annual ICAS Chairman’s Banquet. The ICAS Foundation Hall of Fame was created in 1995 as an independent nonprofit organization to honor those who have made a significant impact on the airshow industry, to educate today’s generation about their contributions, and to recognize the industry’s top performers throughout the history of airshows. For more information on the ICAS Foundation, visit their website at www.icasfoundation.org
November 2013
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Marilyn Dash’s
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The Pylon Place
THE 50TH NATIONAL CHAMPIONSHIP AIR RACES, PART 2 ast month, we reviewed the Unlimited/UWRC races. And I promised this month to cover the other five classes of competitors. Let’s get started.
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IF1 First thing in the morning, when the skies are dark and the dew is still on the planes, the IF1 (and Biplane) air racers are already at the field, tugging their planes out to runway 08 and trying not to shiver from the cold. The crowds are light at this time, which is a pity because some of the best racing happens before 10 a.m. This year was no different. The IF1 class participants were few in number, but deep in talent and heart. After qualifying nearly 10-milesper-hour faster than anyone else, Steve Senegal, the reigning IF1 Champion had a difficult start and just couldn’t get around Vito Wypraechtiger in long time racer, Scarlet Screamer. Vito is one of two competitors in the IF1 class from Europe; Vito from Switzerland and Bill Parodi from Spain. The final race on Sunday was amazing. Everyone was on their feet cheering for their favorite or cheering for a great race if they did not have a favorite. It was eight laps of intense racing.
Vito Wypraechtiger in Scarlett Screamer. (Rob Miller/Phredtography)
Biplanes The other early-morning entertainment is the Biplane Class. This year brought many Rookies and a few “Boomerangs” to the races. A Boomerang is a racer who returns after time away – get it? Byron Roberts raced back in the early 90s with me when I started. He
Matt Burrows in his two-seat biplane. (Rob Miller/Phredtography) wanted to come back for the 50th and Aaron Burhoe came back after just a few years away. Great to have you both back! Rookies included Jeffrey Rose, Brett Schuck, John D’Alessandro and Matt Burrows. Jeff and Brent brought very stock Pitts Specials while Matt and John brought giant (for the Biplane Class anyway) two-seaters – which were recently voted in by our new rules. This year was the first time since I’ve been racing where we utilized an eight- or four-second handicap. The Biplanes start on the runway, the first row goes, then four seconds later, the next row and another four seconds before the third row finally moves. While four or eight seconds doesn’t seem like much, we wanted to see if this changed the complexion of the racing. The group voted to have the handicap added to this year’s races. To no one’s surprise, Tom Aberle won again, hands down – in his custom built racer, Phantom. When asked what Tom was up to next he said he is building a new racer, and then finished the statement by saying, “…and this one won’t have two wings.” Hmmm… I wonder what he has up his sleeve!? The race is then for second place, which was won by Karl Grove, although Jake Stewart in his new (to him) racer qualified second. Did the handicap rule change the finish? I’d have to say yes. Here’s to hoping Jeff Lo finishes his final changes on Miss Gianna, Karl Grove finishes his Boomerang (no relation), Jeff Rose finishes his Mong Racer and the race is not just for second place. With a great group of racers and a dedicated fan base, the Biplanes are an interesting class.
T-6 While Nick Macy qualified .3 seconds faster than Dennis Buehn, this was
not his year. During Saturday’s race, a catastrophic engine failure caused him to have one of the most spectacular maydays of T-6 racing when he chandelled to runway 14. His years flying Six Cat were evident in his masterful handling of this in-flight emergency. Dennis Buehn was the final Gold winner on Sunday in Midnight Miss. John Lohmar came in second and Chris Rushing finished third. And, Gordo Sanders won the Silver in Big Red.
Nick Macy in Six Cat landed safely on Runway 14 after his engine failed. (Rob Miller/Phredtography)
Sport Class The largest Class of racers – again this year – was the Sport Class. With 28 competitors, they keep growing while so many classes are experiencing decreasing numbers. Again this year, Jeff LaVelle qualified quickest. But he just didn’t get the overall number he was trying to hit. He wanted to get the record, which is currently held by John Sharp in Nemesis, 2008 – 409.297. But 403.059 was all he needed to qualify nearly 12 mph faster than John Parker in Blue Thunder II. And the race went the same way. Jeff started in front and stayed in front. And Parker came in a distant second place, partly because of an early cut pylon that added 12 seconds to his time. We were seriously disappointed that the GP5 wasn’t there, but there was Continued on Page 46
Old School Aviation Advanced Warbird Flight Training WWII Stearman and Texan AT-6
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Sonoma Jet Center 6000 Flightline Dr., Santa Rosa, CA 95403
In Flight USA Celebrating 30 Years
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The Pylon Place
November 2013
A few more shout outs: One to Tom McReynolds for coming back. You and Poky were missed. And to Shane Margraves who brought a Zlin 50 and finished last, but was there and got the t-shirt – and the largest number of penalty seconds I’ve ever seen. Colleen, it is nice to see another lady racer. And to Dick Ogg, who decided that Nitrous was the way to go. You rock!
Jets The winner of the Sport Class was Jeff LaVelle. (Rob Miller/Phredtography)
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Continued from Page 46 enough excitement and enough beautiful airplanes and great flying to keep their fan base and add many more. Rookies flew well, we especially enjoyed watching Andrew Findley qualify and finish fifth amongst the old guard. He’s definitely got the racing bug and I bet we’ll see improvements during the off-season. And Sport Class Rookie, Brant Seghetti, who has been racing Sparky (the Jelly Belly P-51) for years, flew a beautiful line at about the same speed in Miss Picabo – a gorgeous Thunder Mustang.
A new winner was crowned in the Jet Class. Pete Zaccagnino and his new (to him) L-29 Delfin, Just Lucky are the new Jet Gold winners. Pete was able to keep it under the Jet Speed Limit and still perform admirably with a qualifying time of just over 512. All new officers were voted in at the end of race week and we’re looking forward to seeing what changes are coming down the road for the Jets. Stay tuned...
Final Words... The 50th is in the books. But what does the future hold? We’ll find out soon enough. I had a great time and it’s always nice to see our September Family again.
WRAP UP YOUR HOLIDAY WITH THE ATS CHRISTMAS SALE Are you in need of the perfect holiday gift? What about a stocking stuffer? Aircraft Tool Supply will begin its holiday sale on Nov. 25, 2013 and go through Feb. 3, 2014. Their annual sale will feature new products, engine equipment, riveting accessories, sheet metal utensils, and everyday mechanic tools. A copy of the flyer can be viewed online at www.aircraft-tool.com. The company also plans to release their holiday promotions on popular social media networks including Facebook, Twitter, Pinterest, and Google Plus. They encourage Inflight USA readers to join them on these networks, as exclusive deals, new product announcements, and industry information are featured daily. “We are excited to release this year’s holiday sale flyer. Not only does it bring in the joy of the season, it also offers numerous deals and exceptional values that are hard to find elsewhere,” says advertising coordinator, Cassie Reyes.
Aircraft Tool Supply wanted to create a sales flyer with promotions that could be used by the homebuilder to the professional. “We are a company that strives to serve everyone in the aviation industry. We are confident that this sale will attract prior and new customers looking for a great deal,” says Reyes. Aircraft Tool Supply will also release a new catalog in the spring of 2014. This catalog will feature a spectacular preview of the company’s product line with detailed descriptions for your convenience. To request a catalog, visit the website or call 800/248-0638. Aircraft Tool Supply carries a wide selection of sheet metal tools, riveting products, inspection equipment, and aircraft engine maintenance tools to meet the needs of everyone from the homebuilder to the maintenance professional. For more information regarding Aircraft Tool Supply products, visit www.aircraft-tool.com.
November 2013
www.inflightusa.com
A VET’S PASSION For pilot and veterinarian Gary “Doc” Beck of Escondido, Calif., his love of liaison aircraft goes more than skin deep; he has an abiding respect for the courageous liaison/observation Forward Air Controllers (FACs) that provided him and his Special Forces teams vital air support during his six years in combat in Vietnam, from 1969-1975. Gary’s day job, as the official California Horse Racing Board Chief Veterinarian, where he oversees the fitness of both jockeys and horses for racing at the Los Alamitos Race Track, supports his liaison aircraft habit. He’s owned most every type of L bird, including an L2, L-3, L-4, L-9, L-17 and L-19, among others. His two favorites to date are his 1941 Stinson L-9, and his 1951 Cessna L-19, both purchased within the last three years. Both the L-9 and L-19 are dressed in Army colors. Gary had Victory Girl paint his L-9 “Whats Up, Doc?” noseart in reference to his 43 years of service in the Army as a military veterinarian. The artwork, which shows a sassy Bugs Bunny type character, wearing a stethoscope and leaning against a medical bag that holds
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BIRDS – L-BIRDS, THAT IS!
equine medical tools, is an adaptation of a very similar piece of nose art flown in WWII by a B-24 Liberator, also named “Whats Up, Doc?” where the bunny is leaning against a 500-pound bomb. Gary started his military career in college ROTC as an aviation cadet, where he learned to fly. He went into the army directly afterwards, but simultaneously found he’d been accepted to the New York State College of Veterinary Medicine at Cornell University. The Army promptly re-assigned him to “education studies” at Cornell to complete the
veterinarian program, and he returned to the Army as an official Veterinarian Officer. Gary volunteered to fill a post in the Special Forces group headed to Vietnam that needed a veterinarian officer with an aviation background. He had to complete all the Special Forces training, including HALO and Ranger courses, in marksmanship, high altitude parachuting, underwater detonations, insertions, etc. His combat tour in Vietnam as a Veterinarian Officer, which stretched an amazing six years, covered human and
animal medical support, managing plaque outbreaks, training natives in animal husbandry techniques, supporting native Montagnards (‘Mountain Yards’) in combat, and relocating adult elephants (and their owners) out of harm’s way. He flew and was flown many times via “The Ravens,” a FAC unit that called in airstrikes by flying their O-1s, L5s and other liaison aircraft low, directly into an enemy-held territory to deposit phosphorous-emitting marker missiles, identifying targets for high speed, high altitude airstrikes. Unarmed and slow moving, these liaison aircraft and their crew took tremendous risks daily to assist the troops on the ground against enemy attacks. Now retired from the military, Gary still finds great pleasure in flying his LBirds at every opportunity, especially in support of military memorial services locally in Southern California. He is interested in creating an L-Bird “Missing Man” formation club. If you are interested, email Gary at eagle1894@ gmail.com. You can see more pictures of Gary’s nose art and other pieces at www.victorygirl.com/galleries/victorygirl-nose-art-gallery/
NEW SCHWEISS LIFTSTRAP CONVERSION KIT NOW AVAILABLE YOUR TIRED OLD HANGAR DOOR
Other than aircraft owners who need bifold or hydraulic doors for their new or existing hangars, the next most frequent request that Schweiss Doors receives is from hangar owners who want to upgrade their doors with a Schweiss Bifold liftstrap retrofit conversion to replace outdated cable lift systems. A majority of these requests are for doors
FOR
made by other manufacturers. Schweiss Doors has been happy to accommodate all these requests, which have been coming in from throughout the United States and abroad. A liftstrap conversion kit is now available that comes with easy do-it-yourself install instructions, or Schweiss Doors can do the retrofit for you. For years, bifold doors have been lifted and lowered by the conventional means of unsafe steel cables. Schweiss revolutionized this process with the invention of its patented liftstraps. Ninety-six percent of Schweiss Doors customers are now demanding these strong polyester lift straps. Liftstraps give you more lifting ability. The strength-to-weight ratio on the straps is 29,000 pounds tensile strength,
compared to a 1/4-inch cable which only gives you a 7,200 pound rating. They vastly outlast cables, you no longer have cables or pulleys to adjust and cables have been known to break, causing damage to expensive aircraft and machinery. Schweiss liftstraps never rust, tangle or overwrap and are guaranteed for 10 years. As your bifold door opens, liftstraps wrap around the lift drum increasing the size of the lift drum and thereby causing your door to open faster. Liftstrap doors can be ordered with auto latches and remote openers, so with just a push of a button, your bifold hangar door is automatically secure, sealed tight from weather, water and wind. Here’s what some Schweiss Doors satisfied customers are saying: • “It was more a safety issue for me
to get liftstraps. I had to replace my cables a couple of times.” • “My door was bought from another company that went out of business. The door now works better than when it was new.” • “I can’t say enough about your liftstraps, I wish I would have done it originally. Our hangar door now definitely lifts smoother with a uniform lock and a better fit when it locks.” • “I would never have cables. Straps are the only way to fly — no noise, no creeps, no crunches. I’ve had them for 10 years and my straps don’t look any different than the day they were put in.” For more information on Schweiss doors and liftstrap retrofit conversion kits, visit the Schweiss website at www. schweissdoors.com or call 800/746-8273.
tank and turned back to the airport. The engine restarted and ran for a minute and then quit. I attempted to return to the airport, but was unable. I elected to land alongside the highway... Now I know that I should have added enough fuel to be
sure there was no possibility of running out. I am not sure why my previous experience led me to believe that there was enough fuel... When a fuel tank shows no visible fuel, put fuel in regardless of what previous experience tells one about how
much should still be in the tank. No fuel visible means no fuel and not the four gallons that I “think” are still there.
Safe Landings Continued from Page 41 quarter tank. The tank gauges showed enough fuel and the previous trip should have allowed enough fuel. All was normal until five minutes after takeoff when the engine quit. [I] switched to the other
In Flight USA Celebrating 30 Years
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LEE LAUDERBACK
Lee Lauderback to be inducted into the 2013 EAA Sport Aviation Hall of Fame. (Courtesy of Stallion 51) EAA Warbirds of America is proud to announce Lee Lauderback of Orlando, Florida is its 2013 inductee into the 2013 EAA Sport Aviation Hall of Fame. Lauderback was selected by the Warbirds Nominating Committee and approved by the board of directors during
November 2013
BE 2013 WARBIRDS INDUCTEE INTO EAA HALL OF FAME
TO
EAA AirVenture Oshkosh. The 2013 EAA Sport Aviation Hall of Fame ceremony will be held Thursday, November 14, at the EAA AirVenture Museum in Oshkosh, Wis. Lauderback began flying in 1966 at the age of 15. Shortly after graduation from college, Lee started to work for the noted professional golfer and businessman, Arnold Palmer. For 17 years, Lee headed up Palmer's flight operations as chief pilot and director of flight operations, piloting his Learjet, C-I, C-II, C-III series Citation Jets, and MD500E helicopter. Currently, Lauderback is chief instructor and demonstration pilot in the P-51 Mustang. In addition, he is also one of the pilots for the USAF Air Force Heritage Flight Program and has been a civilian instructor for the Navy Test Pilot School at Patuxent River, Md., where test pilot students and instructors can fly the Mustang. Lauderback is a certified flight and ground instructor for airplane (single and multi-engine), instrument, helicopters and gliders, as well as an FAA Pilot
Proficiency Examiner and acceptance flight-tester in various warbirds, helicopters, and turbojets. He also serves the Warbird community as a Specialty Aircraft Examiner, providing FAA checkrides in 12 different warbird aircraft. Amassing an excess of 20,000 flight hours in all types of aircraft and helicopters, including more than 8,800 hours in Mustangs, Lauderback has also had a chance to fly an F-15 Eagle, F-16 Viper, and F/A-18 Hornet. He has more than 2,000 hours in sailplanes and has competed in many soaring contests and held several sailplane records. When he is not flying in an aircraft, he is often found flying hawks and falcons as an accomplished master class falconer. Lauderback’s company, Stallion 51 Corporation is a comprehensive aviation organization offering a wide range of services. From complete initial and recurrent training programs in the P-51 and T6 Texan to the L-39 TurboJet with Unusual Attitude Training, to aircraft management, aircraft sales and FAA medical certifications - Stallion 51 brings quality, safety, integrity and experience to
each of its business units. Lauderback’s company also organized and managed the popular event, “Gathering of Mustangs and Legends” in 1997 and 2007. The EAA Sport Aviation Hall of Fame was established to honor the outstanding achievements of men and women who share the spirit of EAA’s founder, Paul Poberezny: a passion for the freedom that flight offers. Those inducted into the Hall of Fame are selected by their peers for the myriad of contributions made to their particular realm of flight - and aviation as a whole. Bringing together EAA’s Boards of Directors, Divisions, Affiliates, and Councils, the Hall of Fame is a tribute to the pioneering spirit and innovation that has marked the evolution of flight, a spirit that is nurtured and promoted throughout EAA’s membership. The event also reunites past honorees to celebrate their collected achievements. Representing homebuilders, Warbirds of America, International Aerobatic Club, Vintage Aircraft Association, and ultralights, Hall of Fame inductees capture the spirit of EAA and its community.
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November 2013
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A CALL A growing number of EAA members have realized that something important is now missing at EAA and AirVenture; namely, Tom Poberezny. Tom led EAA for more than 20 years, and he epitomized the core values of the EAA culture. Some EAA members have wondered out loud about Tom…we haven’t seen him at AirVenture since opening day in 2011? The time has come to recognize Tom’s legion accomplishments at EAA which during his tenure, greatly enriched the extraordinary legacy of his father, Paul. It’s time to bring him back to AirVenture, to have him drive around in Red Three again and to have him share with us the knowledge, experience and perspective he accumulated in his career. We need his expertise, his clear understanding of what EAA stands for, and his views on how to keep it balanced in a constantly changing aviation world. Tom devoted 42 years working to ensure that EAA would succeed and survive. While he was president and chairman, the organization grew dramatically in size and scope. He oversaw the funding, design, and supervised the construction of the world-class EAA museum that has no peers. He initiated the Young Eagles program, the world’s most suc-
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HONOR TOM POBEREZNY
cessful program for introducing young people to aviation. He spent years developing the Sport Pilot license and the FAA-LSA category, and he preserved the 51 percent rule governing EAB aircraft. Finally, he was an extraordinarily effective fundraiser who brought many able and influential people into the EAA fold. A more complete list of Tom’s accomplishments can be seen at www.HonorPoberezny.com. You might find some surprises on that list. Tom and his family have indicated that they will come back to AirVenture in 2014, and this seems the right time to recognize and celebrate the accomplishments that highlighted his tenure as EAA’s leader. Please sign our Roster of Support at www.HonorPoberezny.com, and if you’re at AirVenture 2014, join us in some of the celebrations that will be planned and posted by April 1, 2014 on this website. Unite with us in becoming one of the aviation enthusiasts who want Tom to remain indirectly involved with EAA. There will be something for everyone as we honor him at AirVenture 2014. Finally, help us make other EAAers aware of this movement through Facebook, Twitter and by emailing this letter to all of your friends in aviation. We’d love to see thousands of EAA
members and their numbers added to the roster of support on the Honor Poberezny website. (It will not cost anything and all email addresses will be kept confidential.) If you don’t belong to EAA, you’re still welcome to sign on. And if you want to participate in organizing one of the events, we’d welcome your assistance (see the website). Thank you for your consideration. Sincerely, David Gustafson, EAA 73537 Dick VanGrunsven, EAA 3204 Jim Irwin, EAA 209874
Dale Klapmeier, EAA 271667 Frank Christensen, EAA 36663 Burt Rutan, EAA 26032 Bob Hoover, EAA 21285 Michael Herman, EAA 264039 Mike Heuer, EAA 2562 Nicolas Chabbert, EAA 384951 Richard Sugden, EAA 368843 Jim Koepnick, EAA 222987 Ron Scott, EAA 13464 John Roncz, 112811 Brent Blue, EAA 377214 Brian Becker, EAA 96430 Mike Melville, EAA 53387 Jeremy Monnett, EAA 590707
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U.S. NAVY BLUE ANGELS TO PERFORM AT SUN ‘N FUN 2014 The United States Navy’s Flight Demonstration Squadron, The “Blue Angels” will be the featured airshow performers at the 40th Annual Sun ’n Fun International Fly-In & Expo, scheduled for April 1-6, 2014 on its campus at Lakeland Linder Regional Airport in Lakeland, Fla. “After a year of sequestration and no military participation at airshows, Sun ’n Fun is honored to host the first appearance of the Blue Angels in the southeast in 2014,” said Sun ’n Fun President & CEO John R. “Lites” Leenhouts. “It is exciting for us to offer our guests the stellar precision that represents the piloting skills of all naval aviators.” The Blue Angels’ mission, according to the U.S. Navy, is to enhance Navy and Marine Corps recruiting efforts and to represent the naval service to the United States, its elected leadership and foreign nations. The Blue Angels serve as positive role models and goodwill ambassadors for the U. S. Navy and Marine Corps. The Blue Angels’ C-130, affection-
ately known as “Fat Albert,” begins each demonstration by exhibiting its maximum performance capabilities during a 10-minute performance. Shortly thereafter, you will see the graceful aerobatic maneuvers of the four-jet diamond formation in concert with the fast-paced, high-performance maneuvers of its two solo pilots. Finally, the team illustrates the pinnacle of precision flying, performing maneuvers locked as a unit in the renowned, six-jet “Delta Formation.” Sun ‘n Fun, a 501(c) (3) not–for– profit organization based in Lakeland, Fla., is best known for its annual International Fly–In & Expo held each April. The April event is the primary source of funding for Sun ‘n Fun’s expanding year–round aviation education programs. A growing scholarship program provides financial support to ensure Sun ‘n Fun’s ability to build a brighter future through aviation. For more information on purchasing tickets or attending year round events, access Sun ‘n Fun’s website at www.sun-n-fun.org
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In Flight USA Celebrating 30 Years
50
November 2013
AOPA INSURANCE SERVICES EXPANDS WITH NEW COMMERCIAL COVERAGE FOR AVIATION BUSINESSES AOPA Insurance Services, the nation’s largest insurer of general aviation aircraft, has launched a new line of coverage for aviation businesses, offering its traditionally competitive rates and high-quality service to fixed-base operators (FBOs), charter and agricultural aviation businesses, flight schools, repair stations and a variety of other aviation enterprises. Based in Wichita, Kans., AOPA Insurance Services (AOPAIS) already
offers a wide range of aviation insurance for everything from two-seat Piper Cubs to today’s latest business jets. The new commercial line will complement the Aircraft Owners and Pilots Association’s (AOPA) mission of protecting the freedom to fly by offering insurance coverage to businesses that work at the heart of general aviation. “We’re really excited about this new line of coverage because we know we can offer very competitive rates to FBOs,
flight schools and repair stations,” said Bill Snead, president of AOPAIS. “We understand that the margins are thin in these businesses and that cost control and comprehensive coverage can be critical to their success. We want to make sure that they have both.” AOPAIS celebrated its 20th anniversary in September. It began as a business in 1993 with a single policy for a singleengine Cessna 172, and has since expanded to become the nation’s largest
general aviation insurance brokerage. In addition to the new commercial line of coverage, AOPA Insurance Services has expanded to offer a variety of innovative programs for pilots, including special insurance coverage for flying clubs and an accident forgiveness program. AOPAIS also now manages AOPA’s term life and dismemberment and disability policies. To learn more, visit www.aopa.org.
The Weather Channel or Intellicast – that they use to keep passengers aware of potential delays, as well as an aviation weather app, like ForeFlight, FltPlan.com, Universal Mobile or WingX, to use during flight planning. The only caveat is that the FAA has made clear pilots cannot use weather apps on the iPad for tactical purposes, “as their sole source of information for making decisions in the cockpit for deviating around weather,” said Wilson. “Meaning, you’ve got to have radar.” While navigation in the cockpit is still the domain of panel avionics, many flight apps offer a moving map display that can enhance safety by improving situational awareness. Apps like WingX
even offer synthetic vision. “We have a high resolution terrain database of the entire U.S. and project it in 3D. With WingX’s split screen you can have an IFR moving map on one side and synthetic vision on the other side,” said Hilton Goldstein of Hilton Software. “This way of viewing obstacles, even through the clouds, can really add safety to your flying.”
Finding the Right Apps Continued from Page 42 iPads on the flight deck, nearly every hand in the room went up. While this year’s session also covered regulatory requirements for using iPads as EFBs and standard operating procedures, many operators have already put iPads into service and are now focusing on how to get the most out of them.
A Multitude of Options “There are thousands of aviation apps,” said Ken Wilson, president of FltPlan.com. “For anyone who’s not familiar with the different apps out there, it can be quite daunting to find the right ones for your company.”
There are many options for apps that do flight planning, navigational charts, aircraft performance, runway analysis, managing flight documents and other tasks. Established business aviation vendors like ARINC Direct, Universal Weather & Aviation, Jeppesen and others all publish iPad flight apps. “You also have pilots who have some software development skills, and they’ll put out a weight and balance app that works just for the aircraft they fly,” said Wilson. This means entering a search for “weather” into the Apple App store will return thousands of results. Even a search for “aviation weather” returns more than a hundred results. Pilots often choose to install a general weather app – such as
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The Future of iPads The panelists concluded by offering a glimpse into what their apps would enable iPads to do in the future. “Wouldn’t it be cool if you did a flight plan on your tablet, and you get in the airplane, and your flight management system is already programmed?” asked Bill Stone, avionics product manager at Garmin, hinting that someday panel avionics might be able to transfer flight plans with iPads, as well as sharing position data and weather with iPads. “One of the things I see happening is more real-time distribution of charting and NOTAM information by government agencies,” said Weihs. “In the future, an airport manager should be able to click on a runway, indicate it’s out of service, have that change distributed out to a database, where the visual elements on in-app iPad charts are connected to that database and updated live, in real-time.”
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The official NBAA2013 mobile app is available for the iPad, iPhone and Android smartphones. The app includes presentations from many NBAA2013 education sessions, including the Aviation Apps for iPads & Smartphones session. Download the NBAA2013 app at m.core-apps.com/nbaa2013
November 2013
www.inflightusa.com
51
AIRCRAFT EXEMPTION PROGRAM
Associated Sales Tax Consultants’ Aircraft Exemption Program is designed to help taxpayers legally avoid California sales and use taxes on the purchase of aircraft. Moreover, by engaging our firm to assist you throughout the exemption process, you can save between
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tion, our program has been 100% successful when we were retained before the aircraft pur-
chase. Our success in lowering or eliminating the tax is substantial, even if we are retained after the purchase. ASTC’s experts have prevailed in securing tax adjustments and/or refunds with of an average savings to our clients of over $62,000 or 80.1% of the tax liability as originally proposed by the state. We will work as a team with you and your staff, tailor every engagement to fit the unique needs of your situation, while maintaining compliance with the sales and use tax law. We shield you from the intense scrutinizing and burden of dealing with the tax auditor yourself.
Associated Sales Tax Consultants chairman and CEO Joseph F. Micallef has 40 years experience in the specialized field of taxation ... 10 years as a government tax auditor and 30 years as a business professional, California Courts-qualified tax expert and legislative taxpayer advocate. A private pilot since 1985, Mr. Micallef is a pioneer in the field of aviation taxation having personally trained and supervised many of the self-proclaimed pre-eminent experts in the industry.
(::6*0(;,+ :(3,: ;(? *65:<3;(5;: 05* / 9700 BUSINESS PARK DRIVE, SUITE 300, SACRAMENTO, CA 95827 T / WWW.AIRCRAFTEXEMPTION.COM / INFO@AIRCRAFTEXEMPTION.COM “Thank you for the opportunity to comment on the exceptional service you personally, and ASTC generally, have provided to the I2 Group, LLC. Through your extraordinary proactive, thorough and persistent efforts, we were able to avoid an improper tax circumstance from California tax authorities. Their non-responsive, delaying, and non-cooperative conduct was working! That is until ASTC stepped in. Your exceptional knowledge of the law, their own internal processes and pursuant facts saved us tens of thousands of dollars of excessive and improper tax. Our sincere thanks for a job well done.” – John Iffland, Partner, The I2 Group, LLC
In Flight USA Celebrating 30 Years
52
THE HOTTEST PRODUCT FROM ATS
November 2013
FORTY-NINE RVS SET NEW FORMATION FLIGHT RECORD
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A group of 49 Van’s RV homebuilt aircraft (9310 HP, 200 pumping pistons, burning 375 GPH) from 17 states and the District of Columbia set a new unofficial Guinness World Record for a civilian formation flight Oct. 13 when it overflew Arrowhead Stadium before the Kansas City Chiefs-Oakland Raiders NFL game. The standing record of 37 aircraft was set at EAA AirVenture Oshkosh 2009. The group, called the KC Flight Formation Team, had all participating aircraft adorned with a vinyl pink ribbon in honor of Breast Cancer Awareness Month. The effort also helped to raise more than $28,000 for the University of Kansas Cancer Center and its surgery center at Indian Creek. “The Guinness book of world records is really going to be cool, but what brought everybody to town was breast cancer,” said pilot Phillip Lamb, EAA 723074, president of KC Flight Formation. He went on to say, “Theses pilots gathered in Kansas City at their own expense, from coast to coast, for the number one goal of raising awareness for breast cancer.” The group’s Facebook page, facebook.com/kcflightrvformationteam is replete with several submitted fan videos showing the splendid flyover from several angles. Comments describing the flyover included “amazing,” “incredible,” “awesome,” and several others.
The group staged at Lee’s Summit Municipal Airport and flew a practice flight on Saturday. The opportunity to even make the flight is due to the federal budget sequester and elimination of mili-
tary flyovers. For more information about KC Flight Formation Team visit wwwkcflight.org
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November 2013
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CAP NCO CORPS’
Civil Air Patrol’s noncommissioned officer (NCO) corps is poised to become a larger and far more significant and dynamic facet of the all-volunteer organization’s operations and missions. Under a plan approved and signed by Air Force Manpower and Reserve Affairs Assistant Secretary Daniel Ginsberg, CAP’s NCO program is being restructured to align with the U.S. Air Force’s structure for NCOs. Maj. Gen. Chuck Carr, CAP’s national commander, himself a retired Air Force master sergeant, said he looks forward to the NCOs’ expanded role in bolstering the organization’s capabilities and mission readiness. “NCOs are the backbone of the military services,” Carr said. “They will fulfill just as valuable a role throughout CAP.”
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EXPAND THROUGH RESTRUCTURING
Until now, only former active-duty NCOs were allowed to join CAP’s NCO corps, and then only at the ranks they held in the military. No upgrade training was available for promotion within the NCO ranks. Under the restructured program, though, that will change. The newly approved corps structure will mirror the Air Force NCO force structure with an established process to promote and develop NCOs. In addition, NCOs will be eligible for any CAP position, including pilots at all organizational levels – squadron, group, wing, region or national – except for those reserved for officers, such as unit commander. For now, eligibility for the NCO corps is limited to those who now hold or have previously held the military grades
of E-5 through E-9 – staff sergeant, technical sergeant, master sergeant, senior master sergeant and chief master sergeant – in the Air Force, Army, Navy, Marine Corps or Coast Guard. Along with making the organization more appealing to past and present military NCOs, the restructured program is also designed to provide CAP commanders at all levels with greater access to the professional military skills, training and experience that the NCOs can readily provide. CAP members without military backgrounds are also expected to benefit from their NCO colleagues’ expertise in military organization, leadership and management. In addition to Ginsberg, Carr credited the Air Force Air Staff for their involvement in developing the NCO plan:
Office of the Secretary of the Air Force, Manpower and Reserve Affairs – Gordon Tanner, Sheila Earle, Bill Booth, Tom Shubert and Kathy Schmockel Simonton. Office of the Secretary of the Air Force, General Counsel – Bill Druschel Air Force Judge Advocate – Lt. Col. Maren Calvert Deputy Chief of Staff for Operations, Plans and Requirements – Lt. Col. Alexis Kimber and Majs. Aletha Cooke and Jeremy Hodges. To learn more about Civil Air Patrol and its role as the Air Force auxiliary, visit www.capmembers.com/cap_university/cap-familiarization-course/. Visit www.gocivilairpatrol.com or www.capvolunteernow.com for more information.
WINGSOVERKANSAS.COM REFRESHED Normally, selecting the “refresh button” is something done to reload the download of a website. In this case, “refresh” takes on an entirely new meaning. Wings Over Kansas, a well-known and respected website that has heralded the remarkable aviation tradition of Kansas has been revamped and improved to the point of being less of a visit to history and far more an adventure in both past and present aviation lore. According to site creator, Carl Chance, “The story of aviation’s past, present and future in America is the story of aviation in
Kansas. The new www.wingsover kansas.com allows readers to join in with the excitement of aircraft design, aviation heroes and remarkable flying machines.” To be sure, Kansas has been vital to the development of an aviation industry in this country. Virtually every famous name in aircraft design and manufacturing, like Douglas, Northrop, Lockheed, Cessna, Beech, Boeing, Lear and many others passed through the state of Kansas on the way to fame. Most remain in Kansas with either full scale airframe manufacturing or component sub-con-
YOUNG EAGLES STUDENT MEMBERSHIPS TOP 25,000 In just three short years, more than 25,000 Young Eagles have signed up to be EAA student members. This free membership is available to all Young Eagles as part of the Young Eagles Flight Plan. After a Young Eagles flight (Step 1) each youth receives a logbook with an access code to sign up for the membership (Step 2). In addition to the EAA membership, the logbook provides access to the free Sporty's Learn to Fly Course (Step 3). To date, more than 22,000 Young Eagles have signed up for the course. The EAA membership is free until age 19 and includes an online version of Sport Aviation magazine, e-newsletters, members-only website, free admission to more than 300 science and technology museums, discounts, and more. Also included is a free Academy of
Model Aeronautics youth membership, and more than 14,000 students have taken advantage of that opportunity. “The Young Eagles program is more than just experiencing the magic of flight; it's about encouraging young people to consider the all possibilities that aviation has to offer,” said Brian O'Lena, EAA manager of Young Eagles and youth pathways. “This membership is just one more way EAA is able to engage young people in aviation.” EAA’s Young Eagles program has provided flights for more than 1.8 million youths ages 8-17. For more information about the Young Eagles Flight Plan visit the Young Eagles website at www.youngeagles.org
tracting. Mr. Chance continues, “The stories are endless and Wings over Kansas has pulled together some of the finest aviation writers in the country. The site has been structured to enhance recreational reading and make research quick and easy.” To be sure, heed this one warning for
those visiting Wings over Kansas: Be sure you have some time to spare or plan to be late for your next task. With recent news, historical articles and a wide selection of related links, readers will want to spend some time on this revised site and plan to return for many hours of submersion in the world of flying.
Stanford Researchers are looking for Pilots with IFR Experience for new study! ILS Eye-tracking Decision Height Study: • Total time needed for study 2.5 to 3.5 hours • Landing Decision (three brief approaches) task with eye-tracking (simple goggles) • One computer test of about 40 minutes to an hour (this is included in the 2.5 to 3.5 hour timeframe) • $80.00 for your participation • Study takes place at our Aviation Lab at the VA in Palo Alto
For more information, please contact: The Stanford/VA Aviation Lab Phone: (650)852-3457 Email: kcastile@stanford.edu
In Flight USA Celebrating 30 Years
54
November 2013
SEBRING’S EXPO ANNOUNCES CONTESTS FOR FREE PASSES, FREE
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(951) 736-6452 FAX (951) 736-6801 WWW.CORONAENGINES.COM WWW.CORONACYLINDER.COM email: coronaengine@aol.com email: ben@coronaengines.com
The organizers of the annual U.S. Sport Aviation Expo have created several contests to celebrate the 10th anniversary event. Visitors planning to attend the Expo, set for January 16-19, 2014, at the Sebring Regional Airport, may register to win The Expo Experience. That Experience includes two four-day passes to the event, four nights lodging at a local hotel, and access to all VIP events during Expo, including the exhibitor reception, the annual Light Aircraft Manufacturer Association’s dinner, and the volunteer thank you party, as well as a demo flight in a light sport aircraft. People can enter the drawing to win The Expo Experience at http://tinyurl.com/2014ExpoExperienceEn try. Expo will be offering visitors additional opportunities to win free passes to the event through fun activities on its social media outlets. Watch for upcoming Name that Aviator, Name that Airplane, and Name that Airport trivia contests on the Expo’s Facebook page: www.facebook.com/SportAviationExpo
Exhibitors have an opportunity to win as well. Expo will give one lucky exhibitor their choice of a free 10 foot X 10 foot indoor space or 40 foot X 40 foot outdoor exhibit space on the grass area (a $650 value). To enter to win the exhibit space, visit http://tinyurl.com/Expo14 BoothGiveaway. Entries must follow the guidelines on the entry form. Email: ExpoSocial@Sebring-Airport. com with any questions. Discounted tickets for the 10th annual Expo are available now on the event’s website, www.sport-aviationexpo.com/shop, with an average discount of $5 or more per day. Expo merchandise – caps, t-shirts, sweatshirts, and other souvenir items – are also available here. Stay tuned as more plans for the Sebring Expo 2014 are confirmed over the next few months. Learn more about the 2014 U.S. Sport Aviation Expo at www.sport-aviation-expo.com, follow the event on facebook.com/ SportAviationExpo or on Twitter @US AviationExpo.
EAA PROUDLY HOSTS RETURNING NATIONAL GUARD UNIT 121st Field Artillery Back from 10-Month Deployment For the fifth time since 2006, EAA facilities played host to a Wisconsin military unit deployed to the Middle East, as the Wisconsin Army National Guard’s Battery B, 1st Battalion, 121st Field Artillery unit returned home to a rousing welcome on Friday, Oct. 18. EAA’s Exhibit Hangar C on the AirVenture grounds was the host site to welcome the 78 members of the unit, who were deployed in Afghanistan for the past 10 months. Bank First National provided funding to support the welcome-home event, which allowed EAA to make the facilities available at no cost to the military unit. Among the dignitaries at the event were Wisconsin Gov. Scott Walker, U.S. Sen. Ron Johnson, and U.S. Rep. Tom Petri, as well as numerous leaders of the Wisconsin National Guard. The unit consists of members from throughout Wisconsin and is based in Plymouth, Wis. It completed more than 400 combat missions during deployment
U.S. Sen. Ron Johnson (left) and Wisconsin Gov. Scott Walker welcome home soldiers from their 10-month Afghanistan deployment at EAA’s Exhibit Hangar C on the AirVenture grounds Friday, October 18. to Afghanistan, with individuals earning 14 Bronze Star recommendations. Along with the Oct. 18 ceremony, EAA has been the host site for departure and welcome-home ceremonies for the National Guard’s Oshkosh-based 1157th Transportation Company four times since 2006. Support for local military units is among the many community outreach events in which EAA participates, including financial and facilities commitments for such organizations as United Way, Special Olympics, and others.
November 2013
www.inflightusa.com
MAINE TEACHER AWARDED SAFE CLASSROOM TEACHER GRANT Lisa M. Damian of Rockport, Maine is the 2013 recipient of the Society of Aviation and Flight Educators (SAFE) K-12 Classroom Teacher Grant award. Ms. Damian teaches physics at Camden Hills Regional High School in Rockport. The $250.00 grant award from SAFE is meant to encourage classroom teachers to incorporate aviation and aerospace-themed lesson plans and projects into their regular classroom curriculum, helping support science, technology, engineering and math (STEM) studies. Ms. Damian’s proposal involves a three-week capstone project during the 2013-2014 school year challenging high school juniors and seniors to research, design and build a model rocket. The students must use a NASA engineering design process and apply Newtonian
physics and numerical simulation to solve a second order differential equation. Grant proposals were evaluated by seven leading SAFE aviation educators based on uniqueness of the project; lasting effect of the learning outcomes and feasibility of project replication by other aviation educators. SAFE is a 501(c)(3), nonprofit organization dedicated to supporting and promoting aviation education at all levels of learning. SAFE membership includes many of the top FAA-certificated flight instructors in the U.S. and is a recognized leader in pilot training reform, safety education, and the mentoring of aviation educators. For information on free resource materials for aviation education and SAFE membership, go to www.safepilots.org
D’SHANNON LEADS WITH TIP TANK TECHNOLOGY For more than a half century, D’Shannon Aviation has been a leader in the development and refinement of tip tanks for the Beechcraft Bonanza and Debonair. They have continuously pushed to reduce drag while increasing fuel capacity and the gross weight approval. Their latest iteration brings the fuel capacity up from the original 12-gallon capacity to 20 gallons per wingtip. The new total of 40 gallons provides over two hours of additional range for IFR flexibility and reserves. D’Shannon’s newest tips incorporate a modern canted aerodynamic design, extending the wing, increasing lift and providing an efficient endplate that reduces induced and parasitic drag. The trade-off in standard cruise configuration is about a one-knot reduction in speed. At the same time, depending on the equipment installed, an increase of between 200 and 400 pounds gross weight is available. Fuel quantity may be monitored by the owner’s choice of panel-mounted gauges and/or clear sight strips located on the tanks. Three separate filters prevent any debris from passing through to the main tanks and the pumps used to transfer fuel are approved for “wet/dry” operation, relieving any concern for failure to switch them off after moving the fuel. Flip style gas caps are identical to the type used on the main tanks and quick drains on the tip tanks are flush-mounted
55
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION SO
LD
1979 Beechcraft F33A
1968 Beechcraft V35A
287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$109,950
4085 TTSN, 1185 SFRMAN, STEC 30 A/P, KING IFR, New Paint and Interior, Like New, ......$69,950
1978 Cessna 177 RG Cardinal II
1967 Beechcraft V35
3657 TTSN, 1881 SMOH, Digital IFR, A/P, Nice original condition, One owner last 24 years, NDH,.....................................$59,950
1890 TTSN A&E, NARCO IFR, A/P, Nice Original Paint and Interior, ........................................$59,950
1982 Piper Warrior II 161
1975 Cessna T210L
1945 SMOH, 8026 TTSN, Digital IFR, DME, NDH, Well Maintained ........$24,950
2268 TTS, 264 SFRMAN, GPS, A/P, Digital IFR, Original Paint, New Interior, Hangared CA Airplane.................................................$89,950
1979 Piper Warrior II 161
1980 Cessna 152
1500 SFOH, 6200 TTSN, Digital IFR, 4000 TTSN. 2400 SMOH. New king digital Century 1 A/P, Nice Paint and Interior, IFR, Garmin Transponder, DME, NDH, new NDH...............................................$29,950 windows and plastic .......................$24,950
LD O S for appearance and improved aerodynamics. The tanks feature AeroLEDs navigation lights and are pre-wired for AeroLEDs Nav/Strobe systems that come with a 50,000-hour service life. Installing AeroLEDs eliminates the need for outboard powerpacks, resulting in significant weight savings. Tip tanks have been proven to enhance overall stability, improve spin characteristics and reduce landing/ stalling speeds. The composite structure of the tanks resists hangar rash and is cured with resins that are both fuel resistant and impervious to long “dry” periods without fuel. They are shipped from the factory in prime coat ready to paint in the owner’s choice of colors. Extending the range of the Bonanza or Debonair by installing tip tanks saves the owner time and money by reducing or eliminating fuel stops. For more information, visit www.D-Shannon-Avia tion.com.
1967 Piper Cherokee 180
1978 Cessna 172 Skyhawk Texas Taildragger
426 SFRMAN, 4041 TTSN, Garmin GPS, last owner flew it every Saturday since 1980 ......................................................$25,950
1600 TTSN, 200 SFRAM, Digital IFR, Original paint and interior, NDH......$39,950
SO
LD
1978 Piper Archer II 181
1977 Cessna 310R
1020 SFRMAN, 6900 TTSN, King IFR, DME, A/P, Very Nice Original Paint, Recent Interior, NDH, .................................$39,950
1864 TTSN A&E, NARCO IFR, A/P, Good Original Paint and Interior, NDH, ..$99,950
L SO
D
2008 Cessna 172SP Skyhawk
WANTED
993 TTSN, G1000 Avionics, Leather Interior, One California Hangared Airplane Since New, NDH, Like New ........$219,950
1965 thru 1970 Ford Mustangs and Shelbys
Robert Coutches
(510) 783-2711 • fax (510) 783-3433 21015 Skywest Drive, Hayward, CA 94541
www.americanaircraft.net
In Flight USA Celebrating 30 Years
56
November 2013
InFlight USA Classifieds (All ads run for 2 months) 00
Classified Ad Rates: $45 for the first 20 words, $750 for each additional 10 words, photos $750 ea.
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www.inflightusa.com
57
Business & Rotor News
CITATION CONTINUES Cessna Aircraft Company, long been the number one choice of the world’s best fractional and charter operators, has recently continued its success. Numerous models of Cessna’s line of Citation business jets have lately been chosen by fractional businesses specializing in fleet operations and charter activity. Fractional businesses typically offer flight options for parties whose travel needs require high flexibility and do not rise to the level of travel hours that would necessitate whole aircraft ownership. Brad Thress, Cessna senior vice president of Business Jets, says: “Businesses conducting fractional operations continue to choose Citation business jets more often than any other brand of jet. Stated another way, there are more Citations in the installed fleet of fractional operations than any other business jet. We believe this is a great reflection on not only the dispatch reliability, safety record, and comfort of the aircraft, but is also a strong testament to the superior direct operating costs of our fleet.” NetJets has the largest private jet fleet in the world and announced the largest private aviation order in history in August of 2012. As part of that recordsetting $9.6 billion agreement, NetJets ordered 25 new Cessna Citation Latitude aircraft with options for 125 more, with
TO BE TOP
CHOICE
The Citation Latitude deliveries expected to start in 2016. “We have a long-standing, successful relationship with Cessna and we are delighted to be working with them on the NetJets Signature Series Citation Latitudes,” said Adam Johnson, NetJets senior vice president of Global Sales, Marketing and Service. “The features of the Latitudes will help differentiate our fleet and provide our customers with the safety, service, reliability and efficiency they require, as well as expand NetJets’
WITH
FRACTIONAL OPERATIONS
(Cessna Aircraft Company) overall fleet capabilities.” NetJets holds the distinction for being the world’s largest Citation jet operator. The fractional company’s installed base of aircraft includes more than 50 Citation X aircraft, making NetJets the world’s largest operator of the Citation X. Cessna Citation jets outnumber the closest competing manufacturer in the NetJets fleet by a two-to-one margin. JetSuite is the fastest-growing private jet charter company in the U.S.
Based in Irvine, Cal., JetSuite is currently operating six JetSuite Edition CJ3 aircraft and intends to acquire two more refurbished Citation CJ3 aircraft by the end of this year. JetSuite CEO, Alex Wilcox says: “The Citation CJ3 allows us to operate with an extremely high level of confidence and efficiency. The Citation CJ3 demonstrates amazing performance without sacrificing on cabin comforts. When we can count on 98 percent mechanical dispatch reliability across our fleet, we are able to offer private, efficient and safe air travel to more people than ever before.” Executive AirShare is a fractional jet ownership company based in Kansas City, Mo. The company has seen a 20 percent increase in fractional ownership over the past year. The company has introduced three Citation CJ2+ aircraft to their fleet of business jets, offering comprehensive jet service from hubs in the central U.S. and the Great Lakes region. “The Citation CJ2+ aircraft fit perfectly within our offerings, and meets our customers’ needs for range, seating and speed in an impressive fashion,” says Bob Taylor, Executive AirShare founder and chief executive. In addition to fractional packages, the company also offers share leasing, an equity-building jet card program, and aircraft management plans.
ARMY AWARDS JMR-TD PROGRAM TECHNOLOGY INVESTMENT AGREEMENT WITH BELL HELICOPTER FOR NEXT-GENERATION TILTROTOR DEMONSTRATOR Bell Helicopter has announced that the U.S. Army has awarded a Technology Investment Agreement (TIA) for the Joint Multi-Role (JMR) Technology Demonstrator (TD) program to Bell Helicopter based on its Bell V-280 Valor. Bell Helicopter’s third generation tiltrotor design is on track to achieve first flight in 2017. “Team Valor is excited about Bell Helicopter’s selection and TIA award for the JMR-TD. We look forward to working with the Army to demonstrate the superior capability of the next generation tiltrotor aircraft,” said Keith Flail, director of Bell Helicopter’s JMR-TD program. “The unprecedented speed and range of the Bell V-280’s tiltrotor technology maximizes operational effectiveness for future military operations, and the Bell V-280 offers the best solution for the U.S. Army. Bell Helicopter’s clean-sheet design and fly-
by-wire expertise promise the Bell V-280 Valor will be a transformational aircraft on the battlefield.” The Bell V-280 Valor presents the U.S. Army with the highest levels of maturity and technical readiness, with reduced complexity compared to previous generation tiltrotors. The Bell V-280 provides the best value in procurement, operations and support, and force structure, while delivering desired leap-ahead performance capabilities with increased maintainability, reliability and affordability to the DoD. With twice the speed and range of conventional helicopters, the Valor will offer maneuver commanders unmatched operational agility to self-deploy and perform a multitude of vertical lift missions currently unachievable in one aircraft. The Bell V-280 is a combat force multiplier with superior performance, payload,
survivability, and reliability to give the warfighter the decisive advantage. The Bell V-280 Valor is a true combat maneuver platform, delivering a number of decisive capabilities and transformational features including: • Speed: 280 KTAS • Combat range: 500-800 nm • Strategically Self-Deployable – 2,100 nm Range • Achieves 6k/95F Hover Out of Ground Effect (HOGE) • Carries crew of four and 11 troops • Useful load of 12,000-plus pounds • Triple redundant fly-by-wire flight control system • Conventional, retractable landing gear • Two 6-feet wide large side doors for ease of rapid ingress/egress • Enhanced situational awareness and sensing technologies The JMR-TD program is the science
and technology precursor to the Department of Defense’s Future Vertical Lift program expected to replace between 2,000 and 4,000 medium-class utility and attack helicopters. The U.S. Army and Department of Defense are seeking leapahead capabilities and have identified a speed of 230-plus knots as a key discriminating capability. Its current fleet cruises at 140 knots. Bell Helicopter, a wholly owned subsidiary of Textron Inc., is an industryleading producer of commercial and military, manned and unmanned vertical-lift aircraft and the pioneer of the revolutionary tiltrotor aircraft. Globally recognized for world-class customer service, innovation and superior quality, Bell’s global workforce serves customers flying Bell aircraft in more than 120 countries. For more information, visit www.bellhelicopter.com
In Flight USA Celebrating 30 Years
58
November 2013
AD INDEX Aerial Avionics....................25
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