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In Flight USA Celebrating 30 Years
4
ON
THE
COVER...
THE TIME
FOR
DIESEL HAS COME
hat’s the next “big thing” in general aviation? Along with the concept of reimagining aircraft, as AOPA has built into their mission, it seems the word from AirVenture this past year is “diesel.” Of course, diesel engines have been in the works for many years, but the idea has been dropped more than expanded. Stopping short of calling it a forced issue, DeltaHawk Diesel Engines of Wisconsin states: “The current dominant fuel for piston-engine small aircraft, 100 LL (low lead), is the only leaded fuel manufactured in the world. Access to it is extremely limited outside the U.S. and Europe, and it is predicted to be unaffordable and/or totally unavailable globally (in the near future). The existing small aircraft fleet will be crippled; in some countries it already is.” The solution “is diesel-cycle engines, which also have other advantages over gasoline engines, including durability and fuel savings,” according to DeltaHawk. DeltaHawk features its JetA burning diesel engine in a Cirrus SR20. This proof-of-concept prototype is currently undergoing flighttesting with the intent of obtaining an
W
September 2014
engine STC as soon as Type Certification is obtained. The aircraft was recently flown from Florida to Oshkosh for AirVenture. French diesel-engine manufacturer SMA (Société de Motorisations Aéronautiques) updated AirVenture attendees on its new engine offerings. Thierry Hurtes, CEO of SMA, said the company is working with Cessna and Lycoming to prepare for deliveries of Cessna’s Turbo Skylane 182 JT-A, certification of which is expected this month (September 2014). The company’s SR305-230E engine currently develops 227 hp in the Skylane installation, but SMA plans to introduce a derivation in the 265-285 hp range. This stronger version of the SR305 engine has already been endurance tested in SMA test cells. Some 90 copies of the SR305 engine will be delivered by the end of 2014, according to SMA. Last year, SMA presented a sixcylinder concept diesel, the SR460, which is designed to offer 350-400 hp. Since then, the engine has been built and has been undergoing bench tests since April 2014. According to SMA, the SR460 prototype engine has fully
Cessna’s diesel-powered Turbo Skyhawk JT-A. achieved expectations. According to a report by AOPA last year: “Continental Motors is betting its future on diesel while Lycoming has started five times to develop its own diesel engine, exhibiting one at Oshkosh (2013), and stepped back from the diesel market all five times.” This year at AirVenture, Cessna confirmed its ongoing commitment to developing alternative fuel solutions for the general aviation
(Cessna Aircraft Company)
market with the launch of the Turbo Skyhawk® JT-A, which will join the Turbo Skylane® JT-A as the latest diesel powered platform in its single-engine product line up. Joe Hepburn, senior vice president, Piston Aircraft for Cessna said the time for diesel is here. “The recent advances and growing maturity in diesel engine technology in the aviation market now give us the means to satisfy a growing demand around the world.”
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TABLE Volume 31, Number 1
OF
CONTENTS
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September 2014
ON THE COVER IN THIS ISSUE
PHOTO FINISH
YANKS AIR MUSEUM WELCOMES LEGENDS AND AOPA
2014 RENO AIR RACES Photos by Sagar Pathak and Reno Air Races Begins on Page 57
By Donia Moore Page 27 Cover Photo Courtesy Cessna Aircraft Company
NEWS Editorial: “Stick and Rudder” By Ed Downs ................................6 AOPA: “Reimaging the Way We Fly” By Mark Baker ..................8 Diesel Engines Emerging In GA Aircraft......................................8 FAA Announces Milestones in Quest For Lead-Free Avgas By Jeffrey Decker ..................................................................6 Florida State: Aviation Researchers Bring in $2.7 Million........28 Another Oshkosh Success by the Numbers..............................32 Embry-Riddle’s Wings & Waves Air Show: Thunderbirds ........32 GAMA: Second Quarter Numbers Are Up..................................40 Salinas Airshow With Thunderbirds Slated for Sept. 27-28......40 Santa Monica Advocates Rally Support for Ballot Initiative ....41 National Aviation Heritage Invitation ..........................................44 Apple Valley Airshow Set for Oct. 11 ..........................................47 AOPA — Jeppeson for Online Flight Planner Service ..............50 AOPA’s Landsberg Announces Retirement ..............................51
FEATURES & SPECIAL SECTIONS
COLUMNS
Blue Skies and Tailwinds to In Flight USA Writer Charlie Briggs........................................................................13
What’s Up!?: Ya, You Can Be Nice to Some Folks by Larry Shapiro ..............26 Flying wIth Faber: California Cruisin’ by Stuart J. Faber ............29 Homebuilders Workshop: Memorial to Paul by Ed Wischmeyer ............39
Eddie Rickenbacker: The Man, The Myth and The Legend By Mark Rhodes ............................................................14 Pilot Report: The RV-14A By Ed Wischmeyer ........................................................20 Yanks Air Museum Welcomes Legends and AOPA By Donia Moore ............................................................27
Safe Landings:The Go-Around Decision ........................42 The Pylon Place: Reno Air Races, Here We Go by Marilyn Dash ..............45
Special Section: AirVenture Recap ............................35
DEPARTMENTS
Bob Hoover Takes Center Stage at AirVenture ..................35
Headlines Online (www.inflightusa.com) ....................7 Calendar of Events ........................................................9 Classifieds ....................................................................56 Index of Advertisers ....................................................58
SPECIAL SECTION: EAA AIRVENTURE OSHKOSH RECAP ..................PAGE 35
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In Flight USA Celebrating 30 Years
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By Ed Downs
AND
oes that title sound familiar? For many, the book, Stick and Rudder, written by Wolfgang Langewiesche, appears on nearly every bookshelf of aviators around the world. First published in 1944, this book became the quintessential word on the “art of flying,” stressing the need to develop wellunderstood skills to be used in controlling the aircraft. Those of us who teach Flight Instructor Refresher Clinics (FIRC’s) are hearing the term “stick and rudder” again, but not in reference to this classic book. This time it comes from the FAA, having added mandated content to approve FIRC curriculums that addresses the subject of “stick and rudder” skills, or more accurately, the lack of such skills. But let me take a step back and explain the issue at hand. Every CFI must undergo classroom (or today, web-based) training once every 24 calendar months. The course undertaken is approved by the FAA and must contain a specific amount of FAA mandated content. Companies that conduct such courses maintain an FAA approved status, as do their instructors, like this writer. The program (class or web) must contain a minimum of 16 hours of actual training, and significant paperwork is involved. Failure to attend a FIRC every two years and pass two written exams means the CFI loses the privilege to instruct. Once a FIRC is missed, the CFI must attend a FIRC and take an FAA check ride to reinstate CFI privileges. Stop and think about it, how many other licensed professions have such requirements? FAA required subject matter has changed throughout the years to stress areas of knowledge highlighted by accident statistics. The last 10 years or so have seen the curriculums stress flying skills less and less as issues dealing with psychology (Aeronautical Decision Making, ADM) and Technically Advanced Aircraft (TAA) have taken the forefront. Basically, we teach how to “talk” about safety and flying, not how to actually do it. The same can be said of the skill requirements contained in the Practical Test Standard (PTS), as Private Pilot maneuvers, such as deep stalls, accelerate stalls, 720 steep turns, descending steep spirals, and spin demonstrations have been removed over the years. In their place, are requirements to explain difficult maneuvers, not actually fly them. This trend to require less in the way of demonstrated flying skills (for all certificates and ratings) has been coupled with
D
RUDDER the introduction of TAA’s, with pilots being taught to “manage” the plane, not fly it. Most attendees of classes conducted by this writer strongly disagree with this trend as mandated class material looks increasingly like it belongs in a college psychology class, not in a room full of pilots. To be sure, statistics point out the 78 percent of all general aviation accidents are related to decision making, an act of the mind, but these bad decisions most often lead to an event that could have been avoided if the pilot had better flying skills. But teaching actual flying skills, that is how to teach maneuvers, which might help pilots gain and maintain “stick and rudder” abilities, has fallen into the background. But that is changing. While FIRC curriculums are normally updated every two years or so, the FAA quite suddenly required all presenters to insert a “new” topic, titled “Loss of Control.” In other words, the FAA has now acknowledged that basic stick and rudder flying skills seem to be on the downslide. No kidding (insert word of your choice). Sherlock, what gave you the clue! Is it the increase in accidents involving Technically Advanced Aircraft (TAA), both big and small, wherein pilots seem to be losing control of perfectly good airplanes. Certainly the air carrier world has seen an increase in such accidents, ranging from landing short of runways, an inability to handle crosswinds, inability to recognize and recover from a stall and in-flight upsets. The GA world sees similar accident statistics that relate to a failure to simply fly the plane. In fact, Controlled Flight Into Terrain (CFIT) accidents have long helped the lead in accident fatalities for years but no longer. Loss of Control (LOC), the feds love acronyms, accidents have now jumped into the lead. Finally, we can talk about flying airplanes in our FIRC’s, but there is an interesting twist. Take a look at the recently created FAA definition for “Loss of Control:” “An Aircraft experiences Loss of Control (LOC) when it fails to properly respond to a pilots control inputs” Maybe this writer is just too picky, but that definition sounds like it was written by a shrink who has never flown a plane! The committee that pulled that definition together is basically saying, “The pilot is making control inputs, but that darned ole airplane is just not responding, it’s the airplane’s fault!” Remember the Air France Airbus that crashed into the Atlantic Ocean with a Continued on Page 10
September 2014
HEADLINES ONLINE
www.inflightusa.com
Visit In Flight USA’s website to read these stories and more...
at www.inflightusa.com
EAA AIRVENTURE OSHKOSH 2014 AIRCRAFT AWARDS Read more...
CALIFORNIA CAPITAL AIRSHOW & FLY-IN This year’s California Capital Fly-in on Sept. 6 and 7, 2014 is at the Sacramento Mather Airport (KMHR). The California Capital Fly-in is part of the California Capital Airshow, which will celebrate its ninth annual event this year. Patterned after AirVenture Oshkosh and (California Capitol Airshow) Sun 'n Fun, the California Capital Fly-in is a gathering place in the West for aviation enthusiasts. Conveniently located equal distance from Seattle, Salt Lake City and San Diego, the California Capital Fly-in draws pilots and aircraft owners from across the West...and beyond. The national and international aviation marketplace now has a place to meet annually in the West, in Sacramento, California. Read more...
TALE OF TWO SISTERS: HOW EDUCATION HELPED SHAPE TWO AIRMEN'S CAREERS By Airman 1st Class Devin Scott Michaels 633rd Air Base Wing Public Affairs (This feature is part of the Through Airmen's Eyes series on AF.mil. These stories focus on a single Airman, highlighting their Air Force story.) For most people, getting a degree while working full time is very stressful. Two sibling service members who have faced such challenges head-on, have guided one another and found sol- Maj. Liliana Henriquez and Master ace in each other’s company during their lifelong Sgt. Liesbeth Bowen are sisters who were born in Venezuela and later scholastic pursuit. With the help of military tuition assistance joined the Air Force. and Air Force ROTC scholarships, the military (U.S. Air Force photo /Airman 1st Class Devin Scott Michaels) service helped Master Sgt. Liesbeth Bowen, the 633rd Air Base Wing Staff Agency first sergeant, and Maj. Liliana Henriquez, Oceana Dam Neck Annex Joint Targeting School Joint Staff J7 instructor, achieve their educational and career goals. Read more...
LEGENDS
7
OF FLIGHT LAND IN SAN DIEGO NOVEMBER 1ST TO JOIN WORLD'S MOST PRESTIGIOUS HALL OF FAME
San Diego’s WD-40, Space Shuttle Astronaut/Last Living X-15 Pilot, Boeing Legacy, and the First African American Woman Pilot Among Those Selected The International Air & Space Hall of Fame Induction Celebration introduces its Distinguished Class of 2014. On Saturday, Nov. 1, 2014, in the San Diego Air & Space Museum’s Pavilion of Flight, guests from around the world join the honorees for a spectacular evening of fun and extraordinary recognition, as each attendee is offered an experiential peek into the lives of these air and space legends. Since 1963, the International Air & Space Hall of Fame has honored more than 200 of the world’s most significant aviation pilots, crew members, visionaries, inventors, aerospace engineers, business leaders, preservationists, designers and space pioneers. Read more...
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In Flight USA Celebrating 30 Years
8
REIMAGINING By Mark Baker President and CEO AOPA ne of the greatest challenges facing pilots and the general aviation industry today is the rising cost of flying. As prices increase for everything from aircraft to avgas, it can be hard to set aside the money to fly as often as you’d like. Here at AOPA we’re taking a comprehensive approach to breaking down the barriers that keep pilots, and those who want to be pilots, on the ground. And finding ways to reverse the rising cost of flying is an important part of those efforts. That’s why we’re testing a new idea
O
we call Reimagined Aircraft. We think that by taking an older airplane and updating it from tip to tail, we can truly bring down the cost of flying. We’ve started with about a dozen Cessna 150s and 152s. We chose them because they are widely available, easy to own, and fun to fly. Partnering with Aviat Aircraft, we’ve stripped the planes down and refurbished them to create an airplane that can be operated by a flying club, flight school, or group partnership for about $65 per hour, including fuel and maintenance costs. After they have been carefully refurbished, overhauled, and given new interiors and paint, these aircraft will be available at a base price of $89,900 for a
KEY LAWMAKERS WORK Key lawmakers are asking the Department of Transportation (DOT) and the Administration to expedite a review of the Federal Aviation Administration’s (FAA) proposed rulemaking on thirdclass medical reform. In two separate letters, Sen. Mark Begich (D-Alaska) and Reps. Todd Rokita (R-Indiana) and Sam Graves (RMissouri) wrote to DOT Secretary Anthony Foxx, urging his department to complete its review of the FAA notice of proposed rulemaking (NPRM) within the next 30 days and open the proposal for public comment. All three lawmakers are members of the General Aviation Caucus and supporters of the General Aviation Pilot Protection Act, legislation that would allow thousands more pilots to fly without the need for a third-class medical certificate. “We appreciate the support and lead-
THE
TO
ership of Sen. Begich and Reps. Rokita and Graves,” said AOPA President Mark Baker. “They realize just how important this is to pilots and to the GA industry, and we are pleased to be working with them to eliminate unnecessary and costly bureaucracy. The FAA has dragged its feet on third-class medical reform for too long. The general aviation community deserves relief from this cumbersome and outdated process. We’ll do everything we can to get quick action.” In his Aug. 14 letter, Begich wrote that one of the reasons he founded the Senate General Aviation Caucus was to ensure government agencies respond to common-sense ideas like third-class medical reform. He also noted that the proposed reforms expand on a medical standard used by Sport Pilots for a decade. In their own Aug. 15 letter, Rokita
September 2014
WAY WE FLY
150Reimagined and $99,900 for a 152Reimagined. And AOPA has arranged favorable insurance and financing terms. We’ve done this because we really want to make flying more accessible to more people. We won’t make any money on the sale of the airplanes, and we’re not getting into the used aircraft business. What we are doing is creating what we hope will be a template for making affordable, fun aircraft available for community ownership. We’re not the only ones looking to use older, proven aircraft to create affordable flying machines, and we think that’s great news. Anything we can do as individual organizations and as an industry to
get people flying and keep them flying is good for general aviation. And this is by no means the only way we’re working to making flying more accessible. Our advocacy efforts to let more people fly without a third-class medical and change the way we certify aircraft are also part of our efforts to keep costs down while maintaining or improving safety. Our work with the flight training community to create experiences that help students finish their training and keep on flying, the scholarships we offer, and our growing network of flying clubs are all part of our overall vision of creating a world where more people can and do fly.
EXPEDITE MEDICAL REFORM and Graves, original sponsors of GAPPA, said they introduced the bill, which now has 129 bipartisan co-sponsors in the House and 17 in the Senate because their constituents have been frustrated by the FAA’s inaction. Graves is also co-chair of the House General Aviation Caucus. The letter also noted that the general aviation industry is an important economic engine that has suffered significantly in recent years. It added that any steps to reduce bureaucracy and lower costs can help stimulate the industry and ensure continued American leadership. The letters followed FAA Administrator Michael Huerta’s announcement that the agency’s NPRM had been sent to DOT for review. During that announcement, Huerta indicated that it could take six months to two years before a final rulemaking is available, disappointing many in the GA communi-
ty who were hoping for swift action after the FAA failed to respond to a joint AOPA-EAA petition filed more than two-and-a-half years ago. “Our patience has run out, and we simply refuse to be kept waiting indefinitely for this much-needed change,” Baker said. “We need reform, and we will keep pursuing every possible avenue until we get it.” Thousands of AOPA members have already contacted their members of Congress to ask them to support medical reform by co-sponsoring GAPPA. Thousands more have signed AOPA’s traveling petition at airshows and events throughout the summer. The petition will be available at all of AOPA’s remaining fly-in events, set for Sept. 20 in Chino, Calif.; Oct. 4 in Frederick, Md.; and Nov. 8 in St. Simons, Ga.
DIESEL ENGINES EMERGING AS NEW TECHNOLOGY FOR FUTURE OF GENERAL AVIATION AIRCRAFT Manufacturers Cite Increased Range, Fuel Availability and Better Performance at Altitude as Major Benefits of Diesel Engines With several major aircraft and engine manufacturers recently announcing the development of new diesel aircraft engines, the general aviation industry in the United States appears to be entering a new diesel evolution phase, said Allen Schaeffer, the Executive Director of the Diesel Technology Forum. “In just the past month, aircraft and engine manufacturers like Cessna,
Continental Motors, American Champion Aircraft, Lycoming and DeltaHawk Engines have announced new diesels for general aviation aircraft in the U.S.,” Schaeffer said. “Having major aircraft and engine manufacturers like Cessna and Continental Motors make strong commitments to diesel engines is a major step in the future expansion of diesel technology in a new arena,” Schaeffer said.
“The same attributes that have made diesel engines the power behind virtually all modes of surface transportation now have the potential to transition the future of the aviation industry. “The manufacturers are reporting the new diesel engines have lower fuel consumption, increased range and better performance at altitude––some very significant improvements that are being welcomed by the general aviation indus-
try. The industry is also facing an increased scarcity of 100 low-lead avgas, not only in the U.S. but also in the European and Asian markets, where diesel fuel is readily available, as it is in the United States. “All of these factors have many analysts predicting the wide spread adoption of diesel engines throughout general aviation,” Schaeffer said. “Some are even Continued on Page 10
September 2014
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Third-Class Medical Reform Few issues will have as much impact on as many pilots as third-class medical reform. I know many pilots are frustrated by the pace of change, but I want you to know that Iâ&#x20AC;&#x2122;ve made this a top priority. And with your help and the help of our advocacy experts at AOPA, we can and will get action. Under considerable pressure from our friends in Congress and all of us in the general aviation community, the FAA launched a rulemaking process in April. Since then, weâ&#x20AC;&#x2122;ve kept the pressure up. Iâ&#x20AC;&#x2122;ve spoken with FAA Administrator Michael Huerta about the importance and urgency of this issue on many occasions, and I will keep reminding him of just how vital quick action is to our members. Weâ&#x20AC;&#x2122;ve also worked closely with Congress to keep building support for the General Aviation Pilot Protection Act (GAPPA) legislation [OH[ ^V\SK ZPNUPÃ&#x201E;JHU[S` L_WHUK [OL U\TILY VM WPSV[Z ^OV JHU Ã&#x2026;` ^P[OV\[ H [OPYK JSHZZ TLKPJHS JLY[PÃ&#x201E;JH[L ([ [OPZ ^YP[PUN .(77( OHZ 129 cosponsors in the House and 17 in the Senate. Many of those cosponsors were persuaded to get on board after they heard from AOPA members telling them just how much this change would mean to them personally and to the general aviation community as a whole. A few weeks back, the FAA announced that it had completed its initial draft of the rulemaking and had sent it to the Department of Transportation for review. Because the proposed change is JVUZPKLYLK ¸ZPNUPÃ&#x201E;JHU[ ¹ [OL Y\SLTHRPUN T\Z[ IL YL]PL^LK HUK HWWYV]LK I` IV[O +6; HUK [OL 6É&#x2030;JL VM 4HUHNLTLU[ HUK )\KNL[ before it can be released for public comment. That can be a lengthy WYVJLZZ I\[ ^L JHU»[ HÉ&#x2C6;VYK [V SL[ YLMVYT NL[ OLSK \W I` I\YLH\JYHJ` So we, and our friends in Congress, are getting in touch with Transportation Secretary Anthony Foxx, urging him to expedite and complete the review process within 30 days. And we have once again asked our members to weigh in with [OLPY LSLJ[LK VÉ&#x2030;JPHSZ [V RLLW .(77( SLNPZSH[PVU TV]PUN MVY^HYK 0M your senators and members of Congress have not yet signed on to cosponsor GAPPA, give them a call and ask them to be part of this important legislation. You can see a current list of cosponsors at O[[W! ^^^ HVWH VYN (K]VJHJ` 3LNPZSH[P]L (É&#x2C6;HPYZ .LULYHS aviation-pilot-protection-act. (SSV^PUN TVYL WPSV[Z [V Ã&#x2026;` ^P[OV\[ NVPUN [OYV\NO [OL JVZ[S` HUK cumbersome third-class medical process is vital to the future of general aviation. With your help, we will get this done!
President & CEO, AOPA
*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HÉ&#x2C6;LJ[ `V\Y Ã&#x2026;`PUN NV [V www.aopa.org today.
9
In Flight USA Celebrating 30 Years
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Editorial: Stick and Rudder Continued from Page 6
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tragic loss of life? It entering the water in a steep, nose- down attitude while one of the pilots was holding full back stick. Had that pilot been trained by Wolfgang, he would have known that “Pull back and the nose goes up. Pull further back, and the nose goes down. We call that a stall.” According to the new definition, the aircraft failed to respond to the pilot’s expectations. Perhaps this is just a continuation of today’s popular notion that nobody is really responsible for their own actions, it is always “somebody else’s fault.” Fortunately, FIRC instructors and the pros that attend those classes know better, and this “new” topic permits enthusiastic discussions to prevail where we share flying and instructing skills. Part of that discussion always asks the question, “What can we CFI’s do about this if the FAA Practical Test Standard (PTS) does not require certain maneuvers?” Opinions abound, as this discussion continues, but for many attending CFI’s, it is simple. No matter what the PTS requires, let’s use our good judgment and knowledge and teach more in the way of basic flying skills, perhaps reimplementing maneuvers removed from the PTS. We discuss the process of Flight Reviews and how we can beef them up, but we also discuss the fact that many young CFI’s may never have flown some of the maneuvers we old duffers are high-
ly proficient at. We do not have an answer for that. It is troubling. But what can the average pilot do to improve their basic stick and rudder skills on their own? To be sure, sign up with a qualified and current CFI and get some duel, but that might be easier said than done. A good, qualified CFI may not be readily available. What can you do on your own? Let this old CFI toss out a few ideas, remembering that these are the opinions of just one guy. 1. Pick up a copy of the new Airplane Flying Handbook, a well-written book about the flying of a plane. It is a good read and full of suggestions regarding flying skills. You must already have Stick and Rudder on your shelf. Read it again. Don’t have it? Google the title and pick up a copy. 2. Spend some time in your POH. Can you immediately spew forth numbers like Vso, Vs, Vx, Vy and Va? What are the recommended approach speeds? What about maneuvering limitations? Are you allowed to slip the plane with less than a quarter tank of fuel? Are you flying a dual category airplane? What about those planes that may not have a POH? Google the planes make and model and see if a “type club” comes up. Such organizations often have a great deal of flying tips online. 3. Practice steep turns (minimum Continued on Page 12
Diesel Engines Continued from Page 8 suggesting the increased fuel efficiency and lead-free emissions from new diesel engines might be the biggest change in light aircraft engines in many years.”
Diesel Engines Already Power All Other Transportation Sectors
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“Today, diesel technology powers the most diverse spectrum of equipment, ranging from the world’s largest construction machinery, passenger and race cars, cruise and cargo ships, agricultural equipment, trucks and buses and even submarines,” Schaeffer said. “It’s fitting that diesel technology is now accelerating its advancement into general aviation and even in the use of unmanned aerial systems (drones).” “Diesel light duty sales are also
increasing in the U.S. due to higher fuel efficiency, longer range and better performance than gasoline autos.” “It’s interesting that the new developments in aviation are very similar to America’s light duty vehicle market where major automobile manufacturers are introducing numerous new clean diesels in the U.S. market, and the diesel market share is showing steady monthto-month growth. And like the aviation industry, auto makers and drivers are saying diesels popularity is based on the better fuel efficiency, better range per tank of fuel, and better performance over gasoline vehicles.” For more information, visit the Diesel Technology Forum website: http://www.dieselforum.org and the AOPA website: http://www.aopa. org/letsgoflying/ready/steps/whatis.html.
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FAA ANNOUNCES MILESTONES By Jeffrey Decker major milestone in the quest for lead-free avgas came July 10, when the FAA announced it has received nine potential replacement fuels being evaluated under a newly formed process for fleet-wide replacement. “Frankly, we’re thrilled to see that because after 25 years of working on this, we were beginning to get pretty discouraged,” remarked EAA Governmental Relations Director Doug MacNair. High performance engines need something other than low-compression engines in ultralights, and other small aircraft need to get away from lead too. “Choices have become very restricted. You either need to find ethanol-free autogas or you need to suffer your way through engine fouling using avgas.” Between 70 and 80 percent of the piston fleet doesn’t need the maximum octane performance of 100 LL, and many were not designed to use that extra power. Agreeing on the best new fuel (or fuels) is officially underway, and the Piston Aviation Fuels Initiative (PAFI) is meeting bi-monthly as fuel testing continues at the FAA’s WIlliam J. Hughes Technical Center and as ASTM International creates a new standard to
A
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IN THE
ensure commonality in the future fuel. Before PAFI set out to create a fleetwide standard, explains MacNair, “All you could do at that point was literally get make/model specific STCs of fuels, and none of us would live long enough to get through that process.” PAFI members represent EAA, AOPA, the American Petroleum Institute, the General Aviation Manufacturers Association, the National Air Transportation Association, and the National Business Aviation Association. Rob Hackman, AOPA vice president of regulatory affairs, said the 2018 goal for a fleet-wide fuel certification is completely achievable. “If we hold octane constant and we change other parameters in the fuel––fuel density, how it operates in different temperatures, how it does materials compatibility and a whole host of other things––all of that has to be tested out through PAFI, and any effect or change has to be tested out on the airframe,” he said. Additives and refining tricks have been tried for 30 years, and they do work. Until recently they’ve all been extremely expensive. Nine new fuel blends are being tested, and selection of the most promising will begin in September. Contenders are Afton Chemical
QUEST
11
FOR LEAD-FREE
AVGAS
Company, Avgas LLC, Shell, Swift Fuels, and a consortium made up of BP, TOTAL, and Hjelmco. In the FAA Reauthorization act, Congress provided $6 million this year in support with another $6 million on track to be allocated next year. Lycoming Engines General ManaContinued on Page 12 P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254 Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor..........................................................................................Annamarie Buonocore Production Editors ..............................................................................Anne Dobbins, Toni Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen Staff Contributors..................................................................................................S. Mark Rhodes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Web Design ..................................................................................................................Josh Nadler In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
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1981 A36TC BONANZA 3198 TT, 446 SFRMN, King digital radios, GPS, HSI, KFC-200 AP/FD/YD, tip tanks, EDM-800 engine data, oxygen.
1983 MOONEY ROCKET 2630 TT, 560 SMOH, 16 STOP, Garmin 750 & 650 GPS/Com/Nav/MFD, PMA-8000T audio panel, KFC-200 AP/FD, fuel computer, speed brakes, oxygen, New Paint & Interior.
1999 BEECH B36TC BONANZA 2468 TT, 673 SMOH, Garmin 430 IFR, Garmin GMX-200 MFD, GDL-69A data downlink, WX-1000 stormscope, KFC-225 AP/FD/preselect.
1978 CESSNA 414A 2938 TT, 250/350 SMOH, Garmin 530, Mircoline, GTX330 xpdr w/TIS, raddar, stormscope, moving map, C-800 IFCS, known ice, air, VG’s, EDM-760 engine data, fuel computer.
1985 TURBO 182RG 2260 TT, 615 SFRMN, GNS-430 WAAS, MX-20 MFD w/terrain, weather & traffic, GTX-330 mode S xpdr w/TIS, radar, STOL, hot prop & windshield, Shadin fuel/airdata computer, oxygen, flap gap seals, Bose interfaces
1979 TURBO 210N 4229 TT, 1119 SMOH, GNS-430 WAAS, MFD, EHSI, GTX-330 w/TIS, stormscope, STec-55 w/GPSS roll steering/altitude preselect/remote annunciation, DROP DOWN GENERATOR, intercooler, speed brakes.
1983 B36TC BONANZA 3753 TT, 554 SMOH, GNS-480 WAAS, GMX-200 MFD, GDL-69A data downlink w/XM weather & music, radar altimeter, altitude alert & preselect, KFC-200 w/flight director & yaw damper, oxygen, standby gyro, standby alternator, fuel computer, GEM.
1966 BEECH DEBONAIR 5365 TT, “0” SMOH, Garmin 430W, MX-20 MFD, STec 50 AP/FD w/roll steering, 406 ELT, PM-3000 intercom, PXE-7300 MP3/CD/AM/FM player, windshield & windows replaced 2002.
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Editorial: Stick and Rudder
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Continued from Page 10 45 degree bank angle). Try 720’s, and maintain entry altitude within 200 ft. This is hard; get some dual if you have difficulty. Also remember that your stalling speed (let’s use Vs, bottom of the green) will be increased by nearly 50 percent in a 45-degree bank and doubled in a 60 degree bank. Practice smoothly rolling into a steep 180-degree turned, starting at maneuvering speed (Va), as if turning in a canyon to correct an already bad decision to scud run. Can you get around quickly with no altitude loss? 4. Climb to a safe altitude and practice steep, descending spirals at idle thrust, as if descending through a “hole in the clouds.” Again, a maneuver that is trying to correct bad decision making in the first place. Use at least a 45-degree bank while maintaining a target speed, never higher than maneuvering speed. Make at least four turns, a tough assignment! 5. Practice basic coordination by slowing to approximate approach speed (let’s say 1.3 Vs), hold the nose on a point on the horizon and smoothly (not too fast) roll from about a 20-degree bank to the left into and immediate right bank of the same angle. Keep the ball in the center and repeat this maneuver multiple times. Hold altitude and go for a centered ball, summitry and smoothness. Some pilots refer to this as a “Dutch roll,” although that is technically wrong. Be careful, this will conjure up airsickness surprisingly fast! 6. Practice crosswind landings at altitude. Set the plane up in an approach configuration, in level flight. Slowly lower a wing only 5 to 10 degrees while holding the nose on a point, and hold it. You will need to add power to keep the airspeed up. This is a sideslip, and the
ball will be fully deflected to the low wing side. Now, slowly and smoothly, transition to a bank in the opposite direction while holding the nose on your chosen point, and again hold the new side slip. This is very hard to do but will give you a real feel for the rudder, aileron relationship for a crosswind landing. Keep an eye on altitude and airspeed, as speed will bleed off fast. You might want a CFI onboard for this one. 7. Make every landing a precision landing, and that does not mean to “land on the numbers.” Remember, hitting the numbers at an airport with a VASI and/or ILS means you have flown down through the wake turbulence of a potential large airplane. A standard instrument glide path of three degrees has the plane touching down 1,000 ft. down the runway, not on the numbers. The idea is to pick a predetermined touch-down point and hit it with constancy. 8. Practice go-around maneuvers at altitude. Start in the configuration you typically use for touch down, and then go-around. Remember, flaps add a lot more drag than the landing gear, so bleed them up first. Be careful, this is the most common cause of a “departure stall” and can get angry with flaps extended. This writer took a good look at loss of control accident statistics and concluded that approximately 70 percent of GA loss of control accidents could have been prevented if pilots where skilled in the maneuvers listed above. To be sure, this is just one opinion, but it is a place to start. Give it some thought. How are your “stick and rudder” skills? Maybe it is time to turn the autopilot off and actually fly the plane. Isn’t that what we intended to do when we began taking flying lessons?
Quest for Lead-Free Avgas Continued from Page 11 ger, Michael Kraft, says they’re assisting FAA’s testing program like they have been for a long time. “Prior to the PAFI initiative, we were doing contract testing for fuels from different manufacturers.” The objective is to have a fuel that’s transparent to the operator with no disruption of performance, safety or fuel availability. “We now have to get to work on all sorts of materials compatibility,” said Kraft. “It’s more elbow grease and tweaks as opposed to having to come up with something new and innovative. “We’re going to see an ASTM specification this year for the fuel, and then the equipment manufacturers need to certify for use. Then it starts flowing.” Robert Midgley, global technology manager for Shell Aviation, said they will
be glad to meet any new specification, even as their fuel adheres to the tradition D-910 ASTM fuel specification in use today for avgas. “We’ve got a compositional range in which we can work, so we’ve got options left,” he explained. “When we go through testing, if we find we need to optimize in a different direction, we’ve still got capacity to do that.” Another benefit to meeting the old standard, he adds: “The testing really starts to focus on the difference of the new molecules rather than the difference on the performance.” Midgley is confident his company’s global resources give them an edge with multiple teams bringing research experience from every sort of fuel in use today, like Formula One racing. “From our Continued on Page 22
September 2014
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BLUE SKIES AND TAILWINDS IN FLIGHT USA WRITER CHARLIE BRIGGS On Tuesday, Aug. 26, during the In Flight production week, we learned that our newest writer died suddenly. Charlie Briggs, 84, joined our monthly staff of writers in January of this year. His mission was to bring “real-world” experiences to our pages, reflective of the thousands of aircraft owners and flyers who live with an airplane as a permanent family member. Charlie was a pilot for more than 65 years, having a career that included ranching, agricultural services and consulting, computer technologies and business concept development. On our pages, Charlie reminisced about his life in the sky and in so doing touched many hundreds of our readers who reacted with “something like that happened to me...” or “ha, you think that story was funny, I can top it!” Overall, in eight short months, Charlie charmed his way into the hearts of his In Flight family… staff and readers alike. When Charlie joined us, we asked him to write a little something about himself and his love for aviation. We looked back at that in order to provide an appropriate few words to honor and acknowledge his work with us. We found his words to us to be a perfect acknowledgement and celebration of his life. We offer you, our readers, this tribute to Charlie, in his own (unedited) words. A “FlightPath” is a planned function, usually. Unseen circumstances can alter any plan, ones life included. It was only 30 years from my start in life. Then, from Kitty Hawk to the moon, and beyond happened at “warp speed” from one perspective, and in one lifetime. My ancestors established homesteads in Southern Kansas in the early 1900’s, near the time of the start of aviation to the 1950s, including the development of the first passenger planes, war planes, and private light aircraft as is well chronicled. I mention it here only to bring the first part of the story along and up to my busy and eventful life in my own FlightPath time. My “airventures” started right after World War II. In fact, in 1947. The birthplace of my 40 years of private flying was a small town approximately 40 miles Southeast of Dodge City, Kansas, where I “landed” on this planet in June of 1930! I obtained my Private Pilots license issued in August 1948 and reissued in October 1951.
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TO
License Number (purposely omitted). My first recollection of life, as I peered through a window of our secure little ranch home in the northwest corner of Comanche County, Kansas was dust. A lot of dust! Even the ducks were flying on instruments. In my “air venture” years, each flight was the same in some ways but the mission was always different and that is what made my 40 years of flying so meaningful. I learned something new from each flight. I engaged in business ventures impossible without the wideranging capability of the little single engine monoplanes that were so much a driving force in my life for four decades. Charlie, In Flight thanks you for the memories and wishes you blue skies and tailwinds. You soared into our hearts, and there you will remain! Charlie left us with several columns. We will continue to run the remainder of his work during the next few months.
Scare By Air The forties and fifties were great times for the pilots of private aircraft of the era. Air shows, spot landing contests, flour bombing, buzz jobs, (scare by air) and sharing the thrill of the evolving industry with as many others as were eager to “share the air.” One such episode includes a fellow pilot, Johnnie Ostmeyer and his Taylorcraft, my Luscombe, a neighboring rancher J. Albertson, and cows! Albertson had a ranch some 20 miles east of my home base. Ostmeyer lived elsewhere in the county and owed him a return “practical joke” and wanted my assistance, which was readily volunteered. The target was a neat set up. Albertson had several Holstein milk cows. His milking shed was classic. Built into a Continued on Page 22
2014 CESSNA CITATION M2
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THE MAN, THE MYTH AND THE LEGEND: EDDIE RICKENBACKER Author John F. Ross’s New Book Celebrates the Life and Times of America’s First Aviation Hero
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Eddie Rickenbacker’s natural charisma helped forge the public image of military aviation as a glamorous, albeit risky profession. (National Archives)
By Mark Rhodes ddie Rickenbacker is a major figure in U.S. Military History, becoming America’s first flying Ace in World War I and subsequent Medal of Honor winner. After the war, his work as a businessman and aviation advocate with Eastern Airlines helped pave the way for sustainable, safe and reliable commercial aviation in post World War II America. Add to this his dashing exploits as an early pioneer of auto racing and his many escapes from death (the publicity material for Enduring Courage lists eight separate incidents, including a horrific Pacific Ocean crash where he and several others were stranded on rafts for 24 days in 1942) and you have a great example of American Heroism taken to the nth degree. Despite this, Eddie Rickenbacker, while not an obscure figure is not exactly the household name he was in the first half of the 20th century. John F. Ross’ brilliant new biography Enduring Courage: Ace Pilot Eddie Rickenbacker and the Dawn of the Age of Speed (St. Martin’s Press) is a welcome corrective to this, placing Rickenbacker’s contributions in a variety of fields in proper context in 20th century American history. Ross paints a picture of a tough-as-nails, complex man whose quick thinking, physical skills, hard edged charisma and instinct for survival helped make him one of America’s most influential and admired men of the first half of the 20th
E
century. Ross was nice enough to correspond via email about his work and the man, the myth and the legend of Eddie Rickenbacker. In Flight USA: Rickenbacker was a world-class racecar driver in the early days of competitive auto racing. If WWI had not intervened, do you think he would have been remembered as a great figure in the history of auto racing? John F. Ross: “Always tricky to speculate, especially in a business as risky as car racing, but I believe that Rickenbacker could well have gone on to great heights in racing. In the 1916 racing season, just before America entered the war, Rickenbacker was ranked number Continued on Page 16
September 2014
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Eddie Rickenbacker Continued from Page 14 three in the standings and made handsome earnings. His grin and trademark white car and clothes were recognizable at all the major racing events. Even more important, he had made major time-saving innovations in the pit, along with managing his crew quite effectively. His experience on many tracks and road races was lengthy, his tactical savvy honed to an edge.” “One thing that bedeviled him was the high torque of European engines, such as Peugeot – and he felt he was at a disadvantage driving American-built cars. In December 1916, with Europe in full-scale war, Rickenbacker sailed to Britain to find out why. Then war intervened. If you add up all his experience – his savvy with engines and managing pit crews, his ability to stay alive and nerve at the wheel – it seems that he would have had a good chance to keep on winning.” IF USA: Rickenbacker transitioned from being a world-class racecar driver to being a top ace in WWI; was this a natural transition for Rickenbacker? Did the physical skills and bravery needed for racing prove valuable in his service as a military aviator? JR: “Rickenbacker was unusual because he was an early adapter of two quite distinct technologies, the car and the airplane. When a technology is young – with the car and the airplane, for instance – there are no equipment manuals, established training regimens, or understanding of a machine’s tolerances. So much has to be learned by observation and intuition, many decisions made fast. “Rickenbacker’s racing career prepped him well for flying in the war. He certainly had superb physical traits, but there was much more to it than that. He could listen to an engine and tell what was wrong. He continually tweaked the technology and made innovations. But most important, he developed, as well as anyone, a comfort with high levels of risk – and managed to find a balance between timidity and recklessness. So many men he knew died simply because they couldn’t find that right balance. So he was a pioneer of risk management long before anyone called it that.” IF USA: Rickenbacker was a very dashing figure in the black and white photos of him during WWI. Do you think this visual image helped set a stylistic influence on American aviators, particularly military pilots from that point forward? JR: “I write in my book Enduring Courage that Eddie was the first person your eye would fall upon when looking at
Eddie Rickenbacker (seated in auto) was a noteworthy figure in the rough and tumble days of early American auto racing participating in the Indianapolis 500 on several occasions. (Auburn University Special Collections and Archives) a photograph of a group of aviators. There’s something about his face, the keenness of his eyes and the turn of his lips into a smile, the way he holds his tall frame, which makes one want to study it. One thinks that perhaps somewhere in his features are important clues to the very nature of courage itself.” “Airplanes were just a little over a decade downwind of Kitty Hawk when World War I began. Only just a few years after that, an entirely new icon of American manhood had emerged – the ace fighter pilot, created by Rickenbacker and others. It wasn’t just the silk scarf or jacket but their approach to terrible risk that created the iconic new figure. Rickenbacker’s modest, almost casualseeming Midwestern approach to risk had a major influence on so many others that followed him, certainly, WWII fliers but also businessmen and explorers, as well as the ‘right stuff’ generation of early astronauts.” IF USA: Aerial combat was obviously new when Rickenbacker became America’s premier ace in WWI. Did his style as a fighter pilot influence air combat strategy and technique? JR: Definitely. He had seen too many friends go down in flames to romanticize air war. He was extremely businesslike in his approach to combat, styling it ‘scientific murder.’ He focused on developing ways of making it more effective, until he had a philosophy of air combat that he could pass along to newbie pilots, who were particularly vulnerable against the veteran German flyers. ‘The experienced fighting pilot does not take unnecessary risks,’ he would write later. ‘His business is to shoot down enemy planes, not to get shot down. His trained eye and hand and judgment are as much part of his armament as his machine gun, and a fifty-fifty chance is the worst he will take or should take, except where the show is of the kind that Continued on Page 18
September 2014
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AIR FORCE GENERAL: CYBER TECHNOLOGY CRITICAL TO AMERICA’S FUTURE U.S. Air Force Lt. Gen. James K. “Kevin” McLaughlin, deputy commander of U.S. Cyber Command at Fort Meade, Md., stressed the importance of cyber technology to America’s future in his remarks to more than 700 attendees of Civil Air Patrol’s 2014 National Conference Banquet. The event, held at the Tropicana in Las Vegas, was the finale to a week of professional development training designed to ensure the 60,000 members of the all-volunteer organization are prepared to perform their emergency services, disaster relief, cadet programs and aerospace education duties at the highest professional levels possible. “Cyberspace is critical to all of our lives and to the national security of the United States,” said McLaughlin. “The threats to this man-made domain are rapidly increasing, and the Department of Defense is taking steps to build capability and capacity to defend the U.S. in cyberspace. I am confident that Civil Air Patrol will also play a key role in raising awareness and building capability to assist in this important new field.” Beyond his expertise in the subject of cyberspace and his Air Force career, McLaughlin, his wife, CAP 1st Lt. Victoria
MILES ABOVE Miles Above is a new web series featuring BASE jumper, Miles Daisher, and other members of the Red Bull Air Force. The Red Bull Air Force is a team assembled from the most accomplished and experienced skydivers, BASE jumpers, wingsuit fliers, and paraglider pilots on the planet. With gold medals in virtually every discipline and numerous world records to their credit, the team members combine for more than 100,000 sky dives and 6,000 BASE jumps. This 10-part journey will examine the team from the inside – taking a look at who the men and women are who undertake these aweinspiring feats. Each episode will explore the intense lifestyle of these calculated risk takers as we delve into what drives them and how much planning and detail there is behind each endeavor. The series kicked off on Aug. 19, National Aviation Day, with new episodes dropping every two weeks thereafter. Episodes are available on redbull.com/milesabove. For more info, contact Jordan Miller at Jordan.miller@us.redbull.com.
McLaughlin and their three sons – Cadet Lt. Cols. Andrew and William McLaughlin and Capt. Bryson McLaughlin – have been members of CAP since 2004. Victoria McLaughlin currently serves as their squadron’s character development instructor and Drug Demand Reduction officer. Kevin McLaughlin holds the rank of lieutenant colonel. The McLaughlins were instrumental in the creation of the first Cyberspace Familiarization Course, which took place this summer at Joint Base San AntonioLackland. “What a great thing this has been for our family,” said Kevin McLaughlin. “The boys have benefited from so many experiences, including international and leadership opportunities. “The thing that’s most important about CAP members is that they serve the nation in incredible ways but it’s unheralded. They don’t get to meet the president and generally don’t get a lot of recognition for what they do. Clearly, they are motivated by a passion for service,” he said. Saturday was also CAP’s Cadet Day, which offered 12- to 20-year-old members an opportunity to hear from McLaughlin and two of the organization’s aviation leg-
ends – Col. Mary Feik, whose name is affixed to one of the CAP cadet program promotion awards, and Lt. Col. Al Hulstrunk, a World War II glider pilot involved in CAP’s aerospace education program. In addition, New York Times best-selling author, Dale Brown, met with the 100 Cadet Day participants. Brown is commander of the Nevada Wing’s Douglas County Composite Squadron. Civil Air Patrol, the official auxiliary of the U.S. Air Force, is a nonprofit organization with 60,000 members nationwide, operating a fleet of 550 aircraft. CAP, in its Air Force auxiliary role, performs about 85 percent of continental U.S. inland search and rescue missions as tasked by the Air Force Rescue Coordination Center and is credited by the AFRCC with saving an average of 70 lives annually. Its unpaid professionals also perform homeland security, disaster relief and drug interdiction missions at the request of federal, state and local agencies. The members play a leading role in aerospace education and serve as mentors to more than 24,000 young people currently participating in the CAP cadet programs. Performing missions for America for more than 70 years, CAP will receive the Congressional Gold
U.S. Air Force Lt. Gen. Kevin McLaughlin visits with Col. Mary Feik at CAP's National Conference. (Susan Schneider, CAP National Headquarters/CAP) Medal in the coming months in honor of the heroic efforts of its World War II veterans. CAP also participates in Wreaths Across America, an initiative to remember, honor and teach about the sacrifices of U.S. military veterans. Visit www.gocivilairpatrol.com, www.capvolunteernow.com and www.capgoldmedal.com for more information.
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September 2014
Eddie Rickenbacker Continued from Page 16 either for offense or defense justifies the sacrifice of plane and pilot.’ Call it a coldeyed pragmatism, but it influenced not only his personal style of combat but how he served so effectively as a leader of the 94th Squadron and worked on new tactics in formation flying.” IF USA: Rickenbacker famously cheated death dramatically a number of times in his life. Was he the kind of guy who was a magnet for danger or were these just fluky things that happened to
him? JR: “It’s almost unbelievable how many times he narrowly escaped death in everything from car-racing accidents, in which he went airborne because they didn’t have seatbelts, to awful plane crashes and a horrific 23-day stint aboard life rafts in the Central Pacific. A partial explanation is that he liked risk – he was what one psychologist calls a ‘sensation seeker’ – and put himself in those situations often. You know the type. But it’s more complex than that. For an extreme-
ly poor boy growing up on the wrong side of the tracks in Columbus, Ohio, there weren’t many options for getting ahead aside from working in soul-sucking factories. But car racing provided an opportunity for a kid with guts and nothing to lose. He was physically and mentally cut out to handle high-stakes danger certainly, but he did it not only for the thrill but the chance to become somebody. And luck plays a role too, but one must wonder in Rickenbacker’s case about Pasteur’s observation that ‘chance
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favors the prepared mind.’ “He was also just a cussedly tough guy. He reflected once on how many times he was lying somewhere badly hurt on a field, in a hospital, when it would have been the easiest thing just to let go. He remembered ‘when I felt myself pushing my toes into the pearly gates.’ It came as a feeling of serenity, ‘everything was mellow and sweet and beautiful…I had that feeling before…and so I recognized it instantly. I said to myself, ‘Whoa, back away from there,’ and I started fighting with all my strength.’ That kind of inner courage is a hard thing to quantify.” IF USA: Rickenbacker was an influential figure in the American public after WWI as a businessman who helped build Eastern Air Lines into a major commercial airline. Did he have great influence on the development of commercial aviation or was he just a savvy businessman with a high public profile? JR: “Rickenbacker and the other principals of the four major commercial airlines all had a major influence on building a viable commercial air network. The challenges and expenses of building a civilian airline network were formidable. There was no infrastructure to facilitate civilian flying whatsoever, from airfields with adequate lighting to mechanical support for still-unreliable airframes. Crashes occurred frequently – and the public remained skeptical about climbing aboard at all. The government wanted to be involved too – and that had to be sorted out. “Not only did Rickenbacker and the others have to be savvy businessmen but they also needed to be able to sell a vision of a sustainable future of civilian air flight. In May 1935, Rickenbacker scheduled 15 daily round trips between New York City (Newark) and Washington, DC, an innovation later known simply as ‘the shuttle.’ Passengers loved it. Initiatives flew off his desk. Eastern established the industry’s first pension plan and was also the first to mandate a 40-hour workweek for mechanics. He stressed safety as well as efficient fleet utilization, pushing for planes to spend more and more time aloft.” “He certainly used his public profile as well, building the Eastern brand with shrewd publicity, which included a magazine in which he used to write about aviation.” IF USA: Rickenbacker’s life was colorful and full of drama, and he was a well-known public figure during most of his lifetime. Why do you think he is not as well known in his death as say Charles Lindbergh or other pioneering figures of Continued on Page 19
September 2014
www.inflightusa.com
VAN NUYS AIRPORT BREAKS GROUND On June 23, aviation enthusiasts, government officials, LAWA Executive Directors, and the Van Nuys Propeller Aircraft Association attended the groundbreaking ceremony for the propeller park (already affectionately shortened to “The Park”). The Park is a $21-million, 30acre propeller aircraft facility, which will consolidate piston-driven planes and businesses into a full-service aviation community at Van Nuys Airport. It’s a game-changer that will bring new businesses and increased revenue to the community. The Park is taking over the Air National Guard site. Construction will be completed in phases. Phase 1 will continue through March 31, 2015 and will include: • Relocation of more than 70 existing hangars • Building accommodations for 24 new hangars • Street improvements along Balboa The Park’s target completion date is December 31, 2018, and amenities will include: • A new terminal • Maintenance services
Eddie Rickenbacker Continued from Page 18 aviation? JR: “Good question. There are many factors. First, Rickenbacker achieved his fame throughout the course of many races and dogfights while Lindbergh jumped out of obscurity with his bold solo flight across the Atlantic. That single act is more memorable than a spate of less seemingly dramatic events. Also, Lindbergh’s star rose during the emergence of the new celebrity culture. It was the roaring ‘20s when F. Scott Fitzgerald would glamorize celebrity for celebrity’s sake. Soft spoken and handsome, Lindbergh made a figure more herolike than Rickenbacker, who had rugged good looks but also a crustiness of character and an unsophisticated way of speaking. Rickenbacker’s exploits also didn’t have the benefit of being promoted to large audiences by radio or talking films.”
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Flight school Space for historic aircraft A restauran A self-service fuel station Aircraft wash rack At the ceremony, Councilwomen, Nury Martinez said, “The airport is an important part of the Van Nuys and Valley family. By continuing to create
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middle class jobs both inside and outside of the airport, it remains an important component to our local economic revitalization and is a testament to what we can develop locally.” Pacoima-based developer, Pacific Aviation, is building Propeller Park. For more information, please visit www.theparkvny.com
(Courtesy Van Nuys Airport)
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September 2014
RV-14 A QUICK LOOK By Ed Wischmeyer The RV-14 flies like an RV, which is to say, very nicely indeed. We caught up with the prototype RV-14A at AirVenture Oshkosh, flying with Vanâ&#x20AC;&#x2122;s East Coast representative, Mitchell Lock. Lock has flown and/or built a whole slug of RVs, but had only 10 hours in the -14A when we flew with him. This was a standard demo flight time slot, so there was only time to look at a few things, and only once. Having flown 25 individual RVs of all models, except the RV-3, and with 443 RV hours in the logbook, the close focus was on details that most owners would never encounter. Lock made comments about the IO390 occasionally being finicky for hot starts, but it started quickly. We taxied the length of the northsouth taxiway before being cleared for takeoff, and the 210 HP IO-390 was strong, giving acceleration beyond that of my 170 HP RV-8. Once clear of the airport traffic area, I took over the controls. They are smooth, like other RVs, and have a nice balance and feel, although not as light as the other RVs. Once past the seaplane base, we climbed up to 2,200 feet for airwork. The prototype had dual Dynon screens, and it was a treat to have full instrumentation on each side. However, almost all contemporary glass cockpits share the same unfortunate characteristics â&#x20AC;&#x201C; airspeed and altitude tapes are not nearly as easy to read as round dials, and the color scales on the engine instruments are a visual cacophony of distracting, loud bright red and bright green arcs that scream at you, regardless of the needle values. As a prospect for an RV-14, the ride in turbulence was of interest. In the smooth air (following four days of afternoon thunderstorms), the best turbulence investigation was to excite the Dutch roll mode and observe. The maneuver to accomplish this was a rudder doublet (a good push on one rudder followed by a quick push on the other), and this got the nose wagging left and right. The oscillations damped out after three cycles, average for a low wing airplane. Slow Dutch rolls, holding the heading with the rudder while slowly and gently banking the airplane 15 degrees left and right, were another measure of lateral handling qualities. The haze made us use reference points only a few miles away instead of on the horizon, and the slow Dutch rolls were okay but not excellent. Part of that might have been me, but
The RV-14 is the newest airplane from Vanâ&#x20AC;&#x2122;s Aircraft, Inc. It continues and improves on the legacy of the most successful side-by-side two-seat kit aircraft in history: Vanâ&#x20AC;&#x2122;s RV-6, RV-7, RV-9 and RV-12. (Courtesy Vanâ&#x20AC;&#x2122;s Aircraft) not all of it. Next was a windup turn to 3Gs, followed by a full aileron deflection roll to 60 degrees the other way. The stick forces were smooth and linear to 3G, but they might be heavy-ish for loops, at least by RV standards. I donâ&#x20AC;&#x2122;t think Decathlon drivers would notice anything. As we got to 3G, it was time to roll the other direction, but the Lake Winnebago haze to the north completely obscured the horizon, so I aborted the full deflection maneuver. Repositioning in the other direction, I tried the steep bank to steep bank maneuver, and the roll rate was about as quick as my RV-8, maybe a little slower. The RV-14A shares a quirk with the other RVs in that full aileron deflection puts a â&#x20AC;&#x153;nibbleâ&#x20AC;? into the ailerons, perhaps from separated flow on the bottom of the Frise ailerons. RV ailerons are powerful enough that many RV owners have never used full deflection and have never seen this phenomenon. A quirk I had not seen before was that the full aileron roll rate was a little different left and right (a source at Vanâ&#x20AC;&#x2122;s says that his RV-6 shows a similar roll rate difference) with something that felt like airflow attachment issues at the very start of the roll with quick, full aileron deflection in one direction but not the other â&#x20AC;&#x201C; and hold that thought. Slowing down to 80 knots, we pulled the nose up and set power at 18 inches to examine partial power stalls. There wasnâ&#x20AC;&#x2122;t much to observe, actually â&#x20AC;&#x201C; with the stick a good ways back, holding it forever and not recovering, despite the obvious cues, there was a nice buffet, a little bit of nose bob, and wings rocking gently back and forth, but never a real break. A nice stall warning beeped faster and faster as the angle of attack increase. All this was wonderful. Power off with full flaps, there was again the nice buffet, but that buffet did not intensify before the stall break, which Continued on Page 22
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Continued from Page 13 ledge, its roof was the same level as the ground above. Perfect for a â&#x20AC;&#x153;touch and goâ&#x20AC;? aerial maneuver operation. Every evening and morning, the cows were brought in to the â&#x20AC;&#x153;milking parlor.â&#x20AC;? Each had its own stanchion and feeding slot. All lined up in row under the tin roof of the milking shed. So the stage would be set. The plan was for me to follow the Taylorcraft to the Albertson headquarters. There is where the fun would begin. Ostmeyer flew to my ranch strip in the
late afternoon. â&#x20AC;&#x153;In formation,â&#x20AC;? we approached the target zone. Then I followed my ornery pilot friend right down and buzzed the full length of the shed, one two. Peeling off, we looked back at disaster. There were cows coming out of both ends of the shed; some had just fled with the stanchion still around their necks! With the deed done, we returned â&#x20AC;&#x153;victoriousâ&#x20AC;? to our home bases, another â&#x20AC;&#x153;scare by airâ&#x20AC;? successfully delivered!
Quest for Lead-Free Avgas Continued from Page 12 point of view, weâ&#x20AC;&#x2122;ve got a lot of capacity in both the research and the commercialization end.â&#x20AC;? For now, these fuels are all petroleum-based. Swift Fuel jumped to an early lead with its proprietary blend and planned to use renewable feed stocks for the best carbon footprint and least environmental impact, but the appearance of so many competitors led that Indiana firm to accept crude oil and the lower production price that comes with it. Jet fuels from biomass like algae, jatropha, and a host of other potential green fuel sources are heavily researched by fuel suppliers, airlines and the military, but turning those feed stocks into hydrocarbons and then into avgas is much farther behind. For now, it doesnâ&#x20AC;&#x2122;t seem to be a top priority. But its the toxic effects of lead additives that led to a lawsuit from the environmental group, Friends of the Earth (FOE), which put pressure on the
Environmental Protection Agency to stop granting avgas an exemption from the ban on lead. Concerns about nervous system damage in humans and harm to the environment led to a 1973 ban on lead in automotive gasoline. No fuels are allowed to use lead anymore, except avgas, and its days are numbered. The EPA told FOE that further study is needed on potential harm from lead before issuing a universal ban. Two others joined that group in submitting a new petition April 21 to urge rapid action by the EPA. â&#x20AC;&#x153;EPAâ&#x20AC;&#x2122;s delay in making an endangerment finding ignores clear science,â&#x20AC;? said Kathy Attar, Toxics Program Manager for Physicians for Social Responsibility. â&#x20AC;&#x153;The agency is contradicting its own admissions about the health risks of lead and the causal connection between lead emissions from general aviation aircraft and air pollution.â&#x20AC;? Avgas-fueled aircraft are the single largest source of lead air emissions in the country, they say.
RV-14 A Quick Look Continued from Page 20 included a quick but easily manageable wing drop to the left. There was not time to do a complete investigation, but I suspect that the stall break to the left and the asymmetric roll characteristics are probably related. In any case, the stalls characteristics are quite satisfactory. So how does the RV-14 compare with the side-by-side, long wing RV-9? The -14 is 15 knots faster in cruise with the 50 extra horsepower, generously wide, has more payload with full fuel, will perform gentlemanâ&#x20AC;&#x2122;s aerobatics and, Iâ&#x20AC;&#x2122;m told, has a slightly better ride in turbulence. The RV-14 has a number of features making it easier to build, such as holes pre-punched to final size and prepunched fuselage longerons.
Pricing is not finalized. The RV-9 is less expensive but slower to build, burns less gas, a bit slower at 155 kt, lighter controls, and the sides of the fuselage seem higher, restricting the view for sightseeing. Many who have flown both like both but prefer the -9. While the RV-14 will come with wiring harnesses for avionics and such, the continuous change in avionics makes it difficult for Vanâ&#x20AC;&#x2122;s to come up with a full wiring harness option. In any event, those sorts of details are not yet finalized. If youâ&#x20AC;&#x2122;re looking for a roomy, 170 knot cruiser that can do â&#x20AC;&#x153;gentlemanâ&#x20AC;&#x2122;sâ&#x20AC;? aerobatics with smooth, satisfying handling and donâ&#x20AC;&#x2122;t mind that bit of extra price and fuel burn, look no further.
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In Flight USA Celebrating 31 Years
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September 2014
JAGUARS FOUNDATION AWARDS $10,000 GRANT TO FUND SCHOLARSHIPS FOR VETERANS’ FLIGHT FEES
DIVORCE – PATERNITY MEN’S RIGHTS If you are Involved in a Divorce or Paternity Case... ...you Should Know That: 1. You may have an excellent chance of obtaining child custody; 2. It’s your child...she doesn’t own it; 3. There are numerous legal methods of avoiding alimony; 4. There are numerous legal methods of avoiding loss of your property; 5. If properly represented, you won’t be “taken to the cleaners”, 6. Courts can be legally required not to favor the woman; 7. You can fight against false charges of child abuse or spousal abuse. 8. You can emerge from a divorce emotionally and financially sound; 9. Men do have rights! 10. California cases only.
Contact: Lawyers For Men’s Rights 213-384-8886 or visit us at www.mensrightslawyers.com LAW OFFICES OF STUART J. FABER
A $10,000 grant award announced by the Jaguars Foundation furthers the Jacksonville University Davis Aviation Center’s role as a premier flight-training program in the region by providing scholarships to eligible veterans seeking to obtain their initial pilot license. The Jaguars Foundation supports the program on behalf of the City of Jacksonville Veterans Resource and Reintegration Center. JU, one of America’s most military-friendly schools, will provide matching funds to enable two or more scholarships of up to $10,000 to be awarded to eligible veterans for the 2014-15 academic year. “Many of our nation’s veterans have dreamed of becoming pilots. In volunteering to defend our nation, they have earned the privilege and deserve the opportunity to make their personal dreams come true,” said Capt. Mark Willette, JU Associate Director of Aeronautics. “This award will help bridge the funding gap that sometimes cannot be overcome through VA benefits alone, and puts in place a ‘safety net’ that will give veterans studying aviation at Jacksonville University a fighting chance to succeed without the added pres-
sure of a financial shortfall.” For student veterans pursuing a career in aviation, the Post 9/11 GI Bill covers only the cost of flight school tuition. Flight fees are not covered, and veterans must assume the $10,000 cost, and sometimes more, out of their own pockets. The Davis Aviation Center’s Aviation Management & Flight Operations (AVO) and Aviation Management (AVM) programs require students to earn their private pilot license, which typically requires 50 hours of logged flight time. All JU aviation students learn to pilot an aircraft and hone their airmanship skills at the Aerosim Flight Academy housed at Jacksonville Executive at Craig Airport (JAXEX). The scholarships from the Jaguars Foundation, in partnership with the City of Jacksonville, Deutsche Bank and JU, will support up to 50 flight hours for each recipient. More information about the program can be obtained by calling 904/256-7434 or e-mailing mwillet@ju.edu. To donate to the JU aviation scholarship matching fund, contact Donna Morrow, Director of Planned Giving, at dmorrow1@ju.edu or 904/256-7928.
FAA SOLICITS CENTER OF EXCELLENCE FOR UAS APPLICANTS The Federal Aviation Administration (FAA), on Aug. 15, released its final solicitation for a new FAA Center of Excellence for Unmanned Aircraft Systems (COE). The new COE will be tasked with identifying current and future issues critical to safe integration of UAS into the nation’s airspace. The COE will study several technical issues critical to successful UAS integration, including detect-and-avoid technology, control and communications, low-altitude operations safety, compatibility with air traffic control operations and training and certification of UAS pilots and other crewmembers. University teams may include industry and other affiliates expected to support, conduct joint research efforts, and serve on the COE team. The deadline for teams to submit proposals is Sept. 15. The FAA intends to support this
COE throughout the next 10 years with minimum funding of $500,000 per year. The universities will be required to match federal grants, dollar for dollar, from nonfederal sources. Exactly how the new COE will interact with six UAS test sites that the FAA selected last December will be determined once the COE team is in place and develops its detailed research plans. Congress mandated that the FAA establish the COE under the Consolidated Appropriations Act of 2014. Like university think tank partnerships, the agency’s Center of Excellence bring the best minds in the nation together to conduct research, to educate and to train, and work with the FAA toward solutions for aviation-related challenges. You can view the final solicitation document at: http://www.faa.gov/go/coe
September 2014
www.inflightusa.com
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In Flight USA Celebrating 31 Years
26
September 2014
W h a t’ s U p ! ?
LAST MONTH I SAID: YA JUST CAN’T BE NICE TO SOME FOLKS! THIS MONTH I SAY: YES, YOU CAN BE NICE TO SOME FOLKS! wish I could have had you all with me through this journey; it’s the exact opposite of the one alluded to last month that travelled on a very bumpy road and went on to a very unhappy ending. Now I get to share a journey with you that was all milk, honey and smooth sailing. I’ve learned that in some cases,
I
you can tell a book by its cover. In this case, the cover was better than perfect, and while it was a thick book, it presented some major league challenges. The journey began with a phone call from recently retired Air Traffic Controller friend that was about to make a serious life change, which meant all the toys had to
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go, except his dog, as he and his wife were preparing to move to South America to begin a different and less material burdened life. His last hurdle was the selling of his beloved airplane, and the ticking clock was getting louder and louder. The road to selling his airplane himself was getting very steep and somewhat discouraging. We had agreed that he would try and sell it himself but as his departure date was getting closer he made the decision to turn over the task to a pro! (That’s me) Our first toe-to-toe meeting discovered a number of things, and they were all good. There was trust, respect, a need, and a doable solution, and the needed help was ready (that’s me again). I was now charged with getting this done and getting it done as quickly as possible. That wasn’t an order it was my own personal goal to have it done before they closed the door on his commercial flight to Brazil. We needed the appropriate buyer, and the clock was running. We had less than six weeks to make magic happen. The seller was everything good, and I loved working with him. Sadly, he was preparing to leave the USA. Almost immediately we were contacted by a flying club in the Midwest where I had never been, plus, I had really never worked with a flying club this far away from me and also more or less a committee I’d be working with. My reward was a room full of amazingly wonderful troops that were pure joy to work with, and a few short weeks later, their new airplane was ready to go, and they helped all but erase the memory of my recent unpleasant experience. Who ever said you can’t mix business with pleasure was wrong. Working with the Prescott Flying Club blew the myth... they were pure pleasure. By the way, they are not located in Arizona, but that’s a story for another day. The deal was a win-win for all parties and it was completed before the seller ever got unpacked in his new country of residence. Nothing beats doing things right the first time, and when they took off from PAO heading east, I felt a true personal loss of new friends I wish could have stayed longer. The best I could do on sight seeing was the Golden Gate Bridge and a visit to an In-Out Burger.
Partnerships PS. It appears to me that the rising cost of ownership in some GA airplanes is
Larry Shapiro creating the need for more and more partnerships. Dividing the fixed cost makes partnerships very attractive and even more so when two friends want to get their tickets together. They add a little competitiveness to the task, ground school is more fun and the cost of leaning is far less than club route. I want to make one very strong statement again. Getting into a partnership can be very easy, but getting out is sometime very challenging. I encourage all of you to be sure you have a front door and a back door in your partnership. Make that very clear in writing how it will be done, and no one gets hurt.
Airport Day 2014 I’d be remiss not to mention that once again the troops on my home base airport in Palo Alto will be hosting our annual Airport Day. This year it will be celebrated on Sunday, Sept. 28, and wait until you hear this. In the old days, we picked a date that didn’t conflict with another aviation event in our area. That seemed logical and was never a problem. Now our event has gotten so big that we have to work around the Stanford University Football schedule as it’s played right down the road from us, and our city fathers said we put too much strain on our city’s resources. The difficulty with that is that we have to wait until the football schedule is published, and the TV folks drive that. Once that happens, we pick our day based on football... please find some humor in that, we all do. If this poses questions for you, contact me anytime and I’ll explain it in more detail.
Last Month’s PS This issue, I had planned on sharing with you about my latest encounter with the customs folks at Brown Field, plus, the stupidest crash I’ve seen in the last 50 years down in Mexico... stay tuned. I’ll share it with you next issue. This is the next issue, so here ya go! We landed down in San Filipe, our first stop and my favorite place to be welcomed back to Mexico, clear customs, make a donation of a pocket full of pesos, Continued on Page 28
September 2014
www.inflightusa.com
27
WHERE AMERICAN LEGENDS LIVE ON:
YANKS AIR MUSEUM WELCOMES AOPA By Donia Moore Setting the Stage Imagine a younger America where patriotism was the order of the day and dashing heroes boldly flew legendary aircraft, fighting wars to defend American ideals of freedom at all costs. Envisage new and unconventional aircraft turning the tides of history forever. Discover more than 200 fully restored proud American legends of yesterday living on at world-class Yanks Air Museum in Chino, Calif.
The P-38 squadron chosen to carry out the mission ordered by President Roosevelt, which had the only aircraft able to manage the 1,000-mile round trip flight necessary. Today, a F-5G-6-LO Lightening (P-38L) single seat photo reconnaissance aircraft, the lightest and fastest of the P-38s, makes its home at
TO
CHINO, CALIFORNIA
Proud Traditions – Yanks and AOPA When AOPA visitors step into Yanks Air Museum at the Sept. 20 Fly-In to Chino, they’ll be immediately transported to a time when airpower changed the world forever. Yanks welcomes this
see and touch what they could only dream of experiencing before. Starting with their acquisition, Yanks’ aircraft are restored and reconstructed to original factory specifications by talented, knowledgeable specialists in this field. Unlike other museums, Yanks welcomes visitors to its Restoration facility and “Boneyard.” Museum guests can view the restoration process in detail as it occurs. This in-depth exposure graphically illustrates the concern with which these rare and precious pieces of history are returned to their original state, carefully restored with the rarest and most authentic and original parts available.
A Stellar Trio “Junior” Aviators Welcome! The lanky, quiet young U.S. mailcarrier ambled out to the airstrip and climbed into his Ryan B-1 Brougham. On May 20-21, 1927, this former barnstormer/wingwalker wasn’t flying his regular route. He was on his way to accomplish the first solo non-stop New York to Paris flight. He caught the imagination of the world. The popularity of his five-seat passenger transport sky-rocketed. Demand was so high among aviators that production of the B-1shot up to three planes a week for a price of $9,700 per plane. Only 142 of these were eventually built. Today, the only flyable Ryan B-1 in the world, the “sister” ship to Charles “Lucky” Lindberg’s Spirit of St. Louis, is at Yanks Air Museum in Chino, Calif.
Yanks Air Museum. Orville Wright’s last flight was aboard the Lockheed EC-121T Warning Star “Connie” in 1944. Originally designed in 1939 as a luxurious 40-passenger airliner for competitors TWA and Pan Am, its production was halted following the attack on Pearl Harbor. All “Connies” on the production line were re-designated C-69s and accepted by the USAAF. More powerful than eight diesel locomotives, she burned more fuel on her record-breaking nonstop pass flight of 23 hours, 19 minutes more than the average family car used in 10 years. Bristling with on-board radar and surveillance systems, Connie carried a crew of 31 men – the largest crew the Navy ever flew aboard an aircraft. The Connie at Yanks Air Museum is a crowdpleasing favorite with a long and distinguished service history.
AOPA event with a barrel roll of VIP events: special tours; dinner; and a weekend of fellowship dedicated to honoring and preserving aviation traditions. Founded by classic aircraft enthusiasts, Mr. and Mrs. Nichols, the museum contains an astounding assortment of worldrenowned American classic airplanes, spanning a wide variety of eras, wars, conflicts, and events. With more than 200 examples of aircraft and aerospace transport, Yanks is one of the most popular aviation attractions in California and the United States. Veterans, visitors, pilots, and enthusiasts travel from all over the world to visit the unique collection and relive history. Because of Yanks’ high standard of excellence for more than 40 years in finding, restoring, preserving, and showcasing American civilian and military aircraft, pilots and aviation enthusiasts can
Events for the whole family are legion at Yanks. Visit on “Open Cockpit” day, the third Saturday of every month. Children and enthusiasts of all ages climb aboard and into the cockpits of featured aircraft, immersing themselves in aviation history. Spend the day discovering the special activities or even go for a flight on a vintage airplane. Historic reenactment days are periodically scheduled. Call the museum for information about the next one. Yanks is about more than aircraft. Yes, you’ll see a 1903 Wright Brothers’ Flyer, the F-106 Delta Dart, and up through modern aircraft like the F-15, F-16, and the Blue Angels F-18 Hornet, but there’s an entire world of classic aviation relics on display to enjoy and appreciate. Wellresearched exhibitions of aviation uniforms and attire, aircraft models, drones, missiles and even a wild, jumpmaster activity aboard the C-47 Skytrain are available.
When is it Open?
(Courtesy of Yanks Air Museum) Fifty-nine-year old Admiral, Isokoru Yamamoto, Commander of the Japanese Imperial Navy, linked to the attack on Pearl Harbor and the Battle of Midway, scheduled an inspection tour in 1943 of the Solomon Islands and New Guinea, intended to buoy Japanese morale. His tour was interrupted on April 18 when American codebreakers identified his flight plans. His Mitsubishi G4M bomber fast transport was shot down by an American P-38 Lightening over Bougainville Island, Papua, New Guinea.
(Courtesy of Yanks Air Museum)
Open Tuesday through Saturday, from 9 a.m. to 4 p.m. and now on Sundays, Yanks Air Museum continues a tradition of affordable accessibility and fun at every visit. General admission starts at $11, featuring $5 entry for children ages 5-11, and offering a discounted rate of $10 for all seniors 65 and over. Military discounts are available with appropriate I.D. Yanks also offers group tours. Phone ahead for details. Yanks’ Membership Program offers different membership levels to choose from, each one guaranteeing visitors access to a vast array of timeless air classics. Members support the aircraft Continued on Page 28
In Flight USA Celebrating 31 Years
28
RESEARCHERS BRING IN $2.7 MILLION AIRCRAFT PERFORMANCE A group of Florida State University researchers has won a highly competitive $2.7 million grant from the Air Force Office of Scientific Research to improve aircraft performance by examining how shock waves impact the bodies of supersonic airplanes.
The charge, though a very fundamental research problem, has many practical applications in the long-term, said Farrukh Alvi, the lead researcher on the grant and the director of the Florida State-based Florida Center for Advanced AeroPropulsion (http://www.fcaap.com/)
September 2014
TO IMPROVE
Understanding how shock waves impact the air flow, especially the flow near the surface of the vehicle, referred to as the boundary layer, would allow researchers and aerospace companies to more efficiently control air flow into an aircraft’s engine, or over its wings and
other parts of the air frame. That, in turn, could impact the aircraft’s speed, mobility and overall efficiency. “It has a lot of applications, some that we may not even be aware of at this point,” Alvi said. Auburn University, Ohio State University and the University of TexasAustin will join Florida State on the project. Rajan Kumar, assistant professor of mechanical engineering at Florida State, will serve as the co-primary investigator with Alvi. “It’s a complicated problem, and we’re bringing in the needed expertise from different universities,” Alvi said. “I believe that together, we make a formidable team.” Auburn researchers will focus on advanced measurement techniques, Ohio State will run high-fidelity simulations and University of Texas-Austin will use its experimental facilities to study supersonic and near-hypersonic flow. FCAAP, with its new polysonic wind tunnel, will also focus on supersonic flow and running a number of the experiments in the wind tunnel, which can generate wind speeds up to Mach five, i.e. five times the speed of sound. The process to get the funding was long and highly competitive with Florida State’s application competing against many of the top aerospace engineering programs in the country. Throughout the past few years, Florida State has been building its engineering program by recruiting top researchers and faculty members and has invested in the facilities needed to test next generation aircraft. Continued on Page 31
Yanks Air Museum Continued from Page 27 restoration and display endeavors at the Museum. Come relive the history of American flight and valor at Yanks Air Museum, truly a portal to America’s proud past. For more information, please contact Yanks at 909/597-1735 or visit online at www.yanksair.com. Donia Moore is a published author and rusty pilot who specializes in words, copy, and content writing. She may be reached at iwritewordssc@gmail.com
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Flying With Faber CALIFORNIA CRUISIN’ - NEW DISCOVERIES AND REDISCOVERIES uring my flights around the country, and especially within California, I’m generally headed to a specific destination. These trips invariably result in what travel journalists refer to as “destination articles.” The subject may be a city, a region or perhaps a huge resort-someplace with sufficient material to fill up my monthly column. During these journeys, I often stop along the way for a look at something of interest. Occasionally, my excuse is to explore a historic airport, such as San Carlos Airport near San Francisco where, years ago, I purchased a Piper Aztec. On other occasions, my motive may be to explore a restaurant I’ve heard about. Sometimes, I have no reason whatsoever – just a whim. San Carlos Airport (KSQL), about seven miles from San Francisco International, is five feet above sea level. The solitary runway, 12/30 is 2,600 feet in length. San Carlos is worth a stop just to visit the Hiller Aviation Museum. The airport also runs a summer kid’s aviation camp. Children from grades K-8 can join either a day or half-day session of simulation flying, crawling around the airplanes, museum visits and other educational activities. Visit hiller.org/daycamp. The FBO is Rabbit Aviation, 650/591-5857. If you want to overnight, I heartedly recommend the Hyatt Regency Santa Clara. Palo Alto Airport of Santa Clara County (KPAO), about seven miles southeast of San Carlos, at an altitude of seven feet above sea level, has one runway, 13/31, which is 3,443 feet long. The FBO is Palo Alto Fuel Service, 650/8567640. The following hotels were discovered, or rediscovered, during some of these whimsical journeys. They are well worth a visit.
D
Hyatt Regency Santa Clara, 501 Great America Parkway, Santa Clara, CA 95054, 408/200-1234, santaclara.hyatt.com Attached to the Santa Clara Convention Center and directly across the street from the Great America Theme Park, this hotel is bubbling with activity. On an early Friday evening, after a stop at San Carlos Airport, we strolled into the lobby and were soon embedded within a
The Hyatt Regency Santa Clara. (Courtesy Hyatt Regency) jolly group of locals and travelers milling around, hanging out at the bar or getting ready for an evening of frivolity. A palpable buzz of energy seemed to flow through the entire compound. Pulsating music filled the softly illuminated room. The hotel emanated the feeling of a local gathering place. We almost felt as if we were one among the familiar crowd. We lingered for a while, then, after an efficient and friendly check-in, we went up to our quarters where we entered an aura of quiet and privacy. Both worlds were at our fingertips. Our comfortable quarters had sweeping views of the Silicon Valley. I plopped on the famous Hyatt Grand Bed and felt extremely pampered. I checked out the hi-speed Internet, cordless phones, voicemail and the huge work desk. I did a three-sixty in the luxurious executive swivel chair. I felt right at home. Our selection of the Regency Club and Hyatt Business Plan made us eligible to receive extra goodies, such as a complimentary breakfast, plus snacks and drinks in the evening. In-house cuisine includes TusCA restaurant, Truya sushi, a coffee bar and a snack market. TusCA Restaurant was a stunning surprise. The room is casual, the service friendly and efficient, and the cuisine, remarkable. We started off with a margherita pizza, which, in flavor and texture, was reminiscent of Naples. The crust, crispy and paper-thin, was covered with fresh basil, roma tomatoes and mozzarella. Next, we selected a dish of scallops, impeccably sautéed and lounging on a bed of charred sweet corn relish. This was followed by linguine with huge chunks of lobster in a chervil cream and scattered with roasted corn and peppers – a marvelous selection. We concluded with a rack of lamb served with a garbanzo hummus and a profound port wine
reduction. Hotel dining has come a long way – this was one of the best! Although this hotel is in an urban setting, it offers many resort amenities. For example, we took a three-mile jog along a designated route. Some in our party visited nearby golf courses and tennis courts. The hotel also has an outdoor whirlpool, heated pool and an excellent gym. Superb catering, expert meeting planners, a 24-hour business center and 60,000 square feet of elegant and flexible meeting space guarantees successful functions, big or small. The hotel is 31 miles from San Francisco International Airport, six miles from San Jose International airport and around 10 miles from Santa Clara County and San Carlos Airports. Quail Lodge & Golf Club, 8205 Valley Greens Drive, Carmel, CA 93923, 831/624-2888, www.quaillodge.com
The bridge and gardens at Quail Lodge. (Courtesy of Quail Lodge) Quail Lodge has been around for as long as I can remember. Years ago, it had a reputation for being standoffish and somewhat stuffy. Not anymore! After closing for a period of time and undergoing a complete makeover, the Lodge has emerged as a classy, streamlined, extremely inviting and colorful retreat. The stuffiness is nowhere to be found – just a family friendly, hospitable resort. Quail Lodge & Golf Club is located in beautiful Carmel Valley, Calif., a sublime pastoral river valley nestled within the towering Santa Lucia mountain range. Extending 12 miles inland from Carmel-by-the-Sea, Carmel Valley shelters its visitors from the fog and the rapid pace of the tourist-frequented Carmel-bythe-Sea. Carmel Valley, one of the premiere wine growing regions in California, delivers endless opportunities
Stuart J. Faber and Aunt Bea
Each guestroom is like a small villa. (Courtesy of Quail Lodge) for recreation, entertainment, sumptuous food and wine tasting. Accommodations include 77 guestrooms and 14 suites tastefully designed in contemporary California Ranch style motif. Each guestroom, with its hardwood floors and patio, is like a small villa. You can select either a king bed or two queen beds adorned with pillow top mattresses and sumptuous duvets. Complimentary high-speed wireless Internet access and continental breakfast, free overnight parking, an oversized bathroom, fireplace, iPod docking station, and a premium coffee maker are but a few of the amenities. Quail Lodge & Golf Club is a pet friendly establishment. There is a $35 fee per pet, per room for the first night and includes a complimentary pet blanket, portable dish, Quail squeaky toy, doggie duty bags with flashlight and a pet amenities storage backpack. There is a $15 fee per room for subsequent nights. Outdoor activities include an 18hole championship golf course, pro shop, tennis courts, swimming pool and a fitness center. The Robert Muir Graves designed course is spread over lush acres with oak-studded meadows, rolling hills and sparkling lakes. The Land Rover Experience Driving School at Quail Lodge provides customized lessons and adventure for all skill levels. A qualified instructor will teach you how to make steep descents down a two-track trail, climb piles of logs and navigate tight hairpin turns. Lessons and programs range from one hour to multiple days. Continued on Page 30
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September 2014
Flying With Faber ILS/LOC to R10R and a variety of GPS and LOC/DME approaches to R28L. I’ve used Del Monte FBO, 800/452-6184, on numerous occasions.
Continued from Page 29 We were very pleased with the dinner at Edgar’s Restaurant at the Lodge. They specialize in local organic products. We sampled a half roast chicken and fabulous rack of lamb. The Lodge is located 10 miles from Monterey Regional Airport, (KMRY). At an elevation of 155 feet, Runway 10R/28L is 7,600 feet long. Runway 10L/28R is 3,815 feet long. Instrument approach procedures include an
this majestic pink edifice is the centerpiece of La Jolla. I’ve visited this architectural masterpiece several times. On each occasion as I ramble through the hallways, up the steps and over the grounds, I discover a hidden treasure I had not previously seen. Situated on a bluff with commanding views of the La Jolla shoreline, the “Pink Lady,” on the city’s main drag, is considered the jewel of La Jolla. From morning to late night, there is a relentless
La Valencia Hotel, 1132 Prospect Street, La Jolla, CA 92037, 858/4540771, info@lavalencia.com Back in 1926, the sprawling La Valencia hotel sprung from the ground at the exorbitant cost of $200,000. Today,
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The sprawling La Valencia Hotel is the centerpiece of La Jolla. (Courtesy of La Valencia Hotel) level of activity in and around the hotel. Guests roam about the outdoor patios, along the pool or just up and down the maze of staircases that lead to villas, grassy knolls and swimming pools. Accommodations range from huge suites to vintage rooms. La Valencia’s Villas, the most modern and luxurious within the inventory, open to picturesque ocean views. Each Villa has a private patio area for intimate dining, conversation and relaxation. Most Villas, which range in size from 400 to 1,200 square feet, have in-room fireplaces and vaulted ceilings. All are furnished with flat screen HD televisions, and have complimentary highspeed wireless Internet. Luxurious bathrooms include separate shower and spa tubs plus dual sink vanities. The premier La Valencia Suite, provides a breathtaking ocean front location, and boasts an indoor/outdoor fireplace, a wraparound patio, and a full size refrigerator. The Classic rooms range from 400 – 850 square feet. Oversized bathrooms include bathtub/shower combination with large vanity. Vintage rooms with Euro-style furnishings range from 250 – 350 square feet. Fronting Prospect Street and overlooking the Pacific Ocean and scenic La Jolla Cove, La Valencia’s classic lounge, La Sala, with its enormous windows, opens to panoramic ocean views. The cuisine and service in The Med sets the tone for great coastal chic dining. The signature “great room” has seating either on the sunny (pet friendly) garden patio, the comfortable main dining room with period tile work or on the breezy ocean view terrace. For more casual dining, visit Café la Rue––outstanding sandwiches, salads and pasta dishes. No matter which way you turn, the people watching is intriguing. After an evening of sumptuous cuisine, live music and a stroll through the village or along the waterfront, scamper back to your quarters into a world of your own. Continued on Page 31
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Flying With Faber Continued from Page 30 Westin San Diego Hotel, 400 W. Broadway, San Diego, CA 92010, 619/239-4500, www.westinsandiego.com
The Westin San Diego. (Courtesy of Westin Hotels) The Westin San Diego is another hotel that has become a gathering place for both locals and travelers. Located in the heart of downtown San Diego and just a few blocks from the Gaslamp Quarter in one direction and San Diego Bay in the other, this hotel delivers panoramic views of the San Diego Bay, Coronado Island and the downtown cityscape from almost every guestroom. A recent 15-million dollar renovation introduced the brand’s new modern design. The hotel has a distinctly upscale, contemporary ambiance, inspired by soothing elements of nature. With a com-
plete revitalization of guestrooms, restaurant, lobby, public areas, meeting space, two new Legal War Rooms, and a new WestinWorkout Fitness Studio, this urban retreat seemed to transform our stay into a revitalizing experience. The classy guestrooms have huge flat screen TVs, cable channels, Westin Heavenly Beds, hypoallergenic pillows, separate showers and baths, voice, workstations, ergonomic executive chairs and dual line cordless phones. Your doggie can enjoy the luxury of a Heavenly Pet Bed. We feasted at the breakfast buffet in Coast Restaurant. Later, we had snacks and coffees at the Aroma Café. There was a constant hum of activity in the lobby areas – folks going to and fro to meetings, lunch or heading out for a jog. The hotel retains jogging and other fitness coaches who conduct a number of fitness programs. In addition, you can visit the fitness center or work out in your room with the WestinWorkout Gear Lending Program. A large selection of meeting rooms is available, including the War Rooms – specifically designed for battalions of lawyers who are engaged in high profile trials in the courthouse right across the street. The Westin has free shuttle service to San Diego International Airport (KSAN). I have flown the back course ILS to Runway 27 on numerous missions. I love to land at this airport because the final approach seems to take you below the tops of some buildings – just like landing at the old Hong Kong airport. Once on the ground, Landmark Aviation, 619/298-7704, is happy to accommodate the big iron but is not so hospitable to the little guys. For visits to La Jolla, I prefer McClellan-Palomar Airport at Carlsbad (KCRQ). This field has one runway, 6/244,897 feet long and 330 feet above sea level. The FBO of choice is Magellan Aviation, 888/949-0888. I have a special affection for this airport – it was here where I acquired my Citation-500 type rating.
Aircraft Performance Continued from Page 28 “We have made a concerted effort to give our engineering program a boost through some tremendous faculty hires and the addition of new facilities, such as the polysonic wind tunnel,” said Vice President for Research Gary K. Ostrander. “This grant from the Air Force is a wonderful show of faith in our ability to produce top-notch research results, and I know that Farrukh and his team will
not let them down.” The grant, distributed over five years to the four universities, will support six to eight doctoral students and at least two post-doctoral researchers who will also work with Alvi and his colleagues on the research. For more on FCAAP’s accomplishments, visit Florida State 24/7 at http://newes.fsu.edu
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ANOTHER OSHKOSH SUCCESS Huge Weekend Fuels AirVenture Attendance Increase The numbers are in, detailing another tremendous success for EAA AirVenture Oshkosh 2014. Attendance topped 500,000, an estimated five to six percent higher than in 2013. Those numbers were bolstered by huge increases on both Saturday and Sunday, Aug. 2-3, which saw 20 percent more people coming through the gates than a year ago. “It was a tremendous week on many levels, said EAA Chairman, Jack J. Pelton. “We filled Wittman Regional Airport with aircraft for the first time in several years with both aircraft camping and parking areas completely full at midweek.” The cooperation and support of the airport’s east side community made possible the historic first appearance of the U.S. Air Force Thunderbirds at Oshkosh, which attracted many people to the event. And many of the 800 exhibitors reported outstanding business throughout the week, with some selling out of product.
“Certainly the Thunderbirds’ first performances at Oshkosh helped the attendance,” Pelton continued. “There was another factor too – a renewed sense of optimism that was reflected in people coming to Oshkosh to celebrate the world of flight. You could feel it among the attendees, exhibitors and our 5,400 volunteers whose work made the event possible.” Other facts and figures: • AirVenture’s KidVenture experienced record attendance in its 16th year. • Total aircraft: More than 10,000 aircraft arriving at Wittman Regional Airport in Oshkosh and other airports in east-central Wisconsin. • Total showplanes: 2,649 (308 more than in 2013) – including close to 1,000 homebuilts, 1,050 vintage airplanes, 303 warbirds, 122 ultralights and light-sport aircraft, 91 seaplanes, 40 rotorcraft, 38 aerobatic aircraft, and eight hot-air bal-
loons. • International visitors registered: 2,081 visitors registered from 69 nations, with Canada (505 visitors), Australia (416), and Brazil (194) as the top three nations. (This total includes only nonU.S. visitors registered at the International Visitors Tent, so the actual international contingent is undoubtedly larger). • Media: 917 media representatives on-site, from five continents. • EAA’s One Week Wonder project totaled more than 2,500 participants and resulted in a finished airplane on closing day, Aug. 3. Preliminary features for the 2015 AirVenture (July 20-26) include legendary aircraft innovator, Burt Rutan, who wants to share some innovations with the aviation community and a new B-29 restoration, Doc, to help commemorate the 70th anniversary of the end of
(Photos Courtesy of EAA) World War II. There are plenty of other highlights to come in the months ahead, and EAA officials will announce them as they’re confirmed. For more information, visit the EAA website at www.eaa.org.
U.S. AIR FORCE THUNDERBIRDS TO HEADLINE EMBRY-RIDDLE’S WINGS & WAVES AIR SHOW More Than a Dozen Aerobatic Performers and Champions Take to the Skies Over Daytona Beach, Fla., Oct. 11-12 World-renowned U.S. Air Force Thunderbirds will join an action-packed weekend of aerial performances by more than 40 aircraft over the Atlantic Ocean at Embry-Riddle’s Wings & Waves Air Show on Oct. 11-12, 2014 in Daytona Beach. The air show begins at 11:30 a.m. daily on the shore in front of the Hilton Daytona Beach Oceanfront Resort. The event is free and open to the public. Numerous Embry-Riddle alumni are scheduled to participate, including three Embry-Riddle 2011 Worldwide graduates as lead pilots of the Thunderbirds, GEICO Skytyper lead solo pilot, Steve Salmirs, and Quick Silver P-51 Mustang pilot, Scott “Scooter” Yoak, along with Embry-Riddle sponsored aerobatic performer, Matt Chapman. “Embry-Riddle’s Wings & Waves is more than your average air show,” said Embry-Riddle President, Dr. John P. Johnson. “It’s a celebration of our students, the community we call home and a deeprooted love of aviation. This year is especially exciting because we are proud of the Embry-Riddle graduates in the show.” U.S. Air Force Thunderbirds – Now in its 61st year of wowing audiences with combat fighter pilot skills, the 130-person squadron known as the “Ambassadors in Blue” represents nearly 700,000 active-
duty, guard and reserve airmen serving at home and abroad – including several team members who are Embry-Riddle graduates (Worldwide, ‘11). Graduates Capt. Joshua Boudreaux (Thunderbird No. 2, Left Wing), Maj. Curtis Dougherty (Thunderbird No. 4, Slot) and Maj. Jason Curtis (Thunderbird No. 6 Opposing Solo) join other Embry-Riddle alumni, including a Maintenance Support Flight Chief, Assistant Dedicated Crew Chief, Aerospace Ground Equipment Technician and Maintenance Officer. The demonstration is a mix of six aircraft performing formation flying and solo routines. www.afthunderbirds.com GEICO Skytypers – A flight squadron of six vintage World War II airplanes performing a precision-flight demonstration, the GEICO Skytypers are the only civilian squadron typing their giant dot-matrix style messages at air shows across the U.S. Their 18-minute demonstration highlights the unique features of the aircraft in addition to maneuvers utilized during WWII. EmbryRiddle Daytona Beach Campus alumnus, Steve Salmirs, is the lead solo. www.geicoskytypers.com Jack Link’s Screamin’ Sasquatch Jet Waco – Sponsored by Jack Link’s and John Klatt Airshows, this aircraft is oneof-a-kind – a biplane with a jet engine
that performs maneuvers no other aircraft can, including extreme vertical climbs, flat spins, snap rolls, torque rolls and even a hover. The pilot, Jeff Boerboon, is a two-time Advanced National Champion, past member of the U.S. Advanced Aerobatic Team, past member and captain of the U.S. Unlimited Aerobatic Team and U.S. Unlimited Aerobatic Champion. He joined John Klatt Airshows in 2012, flying both formation and solo performances. Jack Link’s w w w. j a c k l i n k s . c o m / t h e - w i l d side/screamin-sasquatch.aspx John Klatt Airshows: www.johnklattairshows.com Matt Chapman – An airline pilot who began flying aerobatics in 1984, Chapman quickly worked his way up to the highest level of competition aerobatics––the unlimited category. At the 1998 World Aerobatic Championships, Chapman was the highest-ranking American pilot, finishing third in the world with a bronze medal and leading the men’s team to a silver medal. He performs around the country in more than a dozen air shows annually representing Embry-Riddle. www.mattchapman.com Rob Holland – Flying the MX2 aerobatic aircraft by MX Aircraft Ultimate Airshows, Holland earned his title as current U.S. National Unlimited Aerobatic Champion and World Gold Medal win-
ner in freestyle aerobatics by pushing the envelope of advanced aerobatic aircraft with a mixture of high and low altitude maneuvers. www.ultimateairshows.com Patty Wagstaff – A six-time member of the U.S. Aerobatic Team, Wagstaff has won gold, silver and bronze medals in Olympiclevel international aerobatic competitions. She is the first woman to win the title of U.S. National Aerobatic Champion and one of the few people to win it three times. www.pattywagstaff.com Miss G Offshore Racing Boat – Sponsored by GEICO Insurance and owned by the country’s premier and fastest-performing powerboat racing team, AMF (America Moving Forward) Offshore racing, has won seven World Championship titles since the team’s inception in 2005. With the duo of Driver Marc Granet and Throttleman Scott Begovich, Miss GEICO holds numerous world speed runs and records. www.missgeicoracing.com Firebirds Xtreme – The internationally renowned aerobatics team of Jack Knutson in his Extra 300/s and Rob Holland in his MXS-RH delivers a high-energy, nonstop performance combining the precision of formation aerobatics with radical gyroscopic tumbles and dramatic head-on maneuvers. Their act also includes choreographed Continued on Page 33
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Wings & Waves Air Show Continued from Page 32 music and cockpit narration. Facebook: www.facebook.com/FirebirdsXtreme Rob Holland Ultimate Airshows: www.ultimateairshows.com 4CE Formation Aerobatics – The 4CE is a formation aerobatic team with Matt Chapman in lead, Jack Knutson on left wing and Rob Holland on right wing. These aerobatic stars have combined their talents to form one of the newest and most exciting formation teams in aviation. www.facebook.com/The4CETeam Lucas Oil Skydivers – Jumper, Nick Halseth, who also works as a freefall videographer and Cirrus parachute packer with three saves, leads this precision skydiving team. The other skydivers include Luke Evens, who is a skydive instructor and videographer; instructor and tandem instructor, Ryan Albrecht; medical device engineer and jump instructor, Andy Junghans; and mechanical engineer-inventor-author, Jim Skakoon. Halseth, Junghans and Skakoon are gold medal winners. www.lucasoilairshows.com Scooter Yoak, Quick Silver P-51 Mustang – Quick Silver P-51 Mustang, piloted by Scott “Scooter” Yoak, is a special commemoration of our nation’s armed forces. Every aspect of the aircraft represents those individuals who have served and those who made the ultimate sacrifice. This aircraft was built from more than 200 Mustang parts and projects – the remanufactured parts were handmade with the great attention to detail necessary to restore the Mustang to a condition better than factory-new in 1945. http://quicksilvermustang.com Jim Tobul, F4U-4 Corsair – This 1945 aircraft, dubbed the “Korean War Hero,” is piloted by Jim Tobul in air shows across the country. Restored by
Jim and Joe Tobul throughout the course of 10 years, the plane still bears the marks of its history––three combat flak repair patches on the starboard wing and rear fuselage. www.koreanwarhero.com Gene McNeely T-6 Aerobatics – Gene McNeely is a world-renowned air show performer with the award-winning Aeroshell Aerobatic Team, executing his high-energy solo routines in a World War II-era T-6 Texan trainer. In addition to performing at air shows, Gene flies a T-6 in the Reno Air Races and has finished in the top five since 1986. www.naat.net /Newsite2012/Team/Gene/Gene.html Paul Schulten, Eagle Aerobatics – Paul Schulten’s experimental category 2001 Christen Eagle was built by Pete Gnaedinger of Glide Aero in 2001. Schulten has flown a wide variety of aircraft, including gliders, most general aviation planes, business jets and the 737 and DC-9. He has flown for Southwest Airlines for 21 years. http://eagleairshow.com Aviator, author and broadcaster Sonny Everett will be the Master of Ceremonies. Hired for his first air show announcing gig in 1963 at age 17, Everett has been a guest on numerous TV and radio shows, has been featured in movies as an actor and stuntman, and serves as an expert commentator on aviation safety matters. In addition to Embry-Riddle’s title sponsorship, other sponsors include Hilton Daytona Beach Oceanfront Resort, GEICO, City of Daytona Beach, Bright House, Volusia County, Sheltair, Daytona Beach International Airport, Lucas Oil and Jack Link’s Beef Jerky. For sponsorship involvement and volunteer opportunities, contact Rick Grissom at airshowFL@aol.com. For visitor information and media registration, go to the event’s official website at wingsandwaves.com.
VAZQUEZ ASSUMES COMMAND OF CIVIL AIR PATROL Civil Air Patrol has a new national commander and CEO – Maj. Gen. Joe Vazquez of Henrico, Va., sworn in at the organization’s 2014 National Conference. “It will be my privilege to lead the team of national staff, wing and region commanders who make CAP simply the best nonprofit corporation in the country today,” said Vazquez, minutes after taking the guidon as national commander. Vazquez, who previously served as national vice commander for three years, succeeds Maj. Gen. Chuck Carr. Brig.
Gen. Larry Myrick of San Luis Obispo, Calif., a past commander of CAP’s Pacific Region, was sworn in as national vice commander. As CAP’s 23rd national commander, Vazquez will lead 60,000 volunteers across the nation in fulfilling the organization’s three congressionally chartered missions––emergency services, cadet programs and aerospace education. The national commander presides over the CAP Command Council. He is the first national commander Continued on Page 41
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EAA AirVenture OshKosh Recap
July 28 – August 3
AIRVENTURE OSHKOSH 2014 emember only a few weeks ago when the One Week Wonder was merely a collection of parts in a crate, flying in close formation with thousands of hopes and dreams? Or when the Vintage area had yet to accept its classics? What about the Warbirds area, where the competing shriek of turbojets and rumble of radials hadn’t been heard for a year? When the only things flying at the Seaplane Base had beaks and feathers? All that changed, of course, replaced by thousands of aircraft, representing every conceivable configuration, color, and condition. Thousands of people have strolled, gawked, craned their heads skyward, and been wowed. Hundreds of vendors have exhausted themselves, their wares, and their business cards. Even the weather cooperated, sort of. All these things–and much more–happened in a single week. EAA Chairman Jack J. Pelton’s shared his thoughts. And it’s not too early to think about next year. “I couldn’t be more pleased,” Pelton told AirVenture Today. “We’ve had one very full week, with lots of forums and lots of exciting things going on, lots of great airshows but lots of good stuff on the ground for people to see, and educational sessions. “I think the exhibitors are pleased– they said they had more traffic and more sales than they’ve seen on a Monday in a
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long time,” he added. One metric by which to measure each year at AirVenture–and perhaps one of the most important to the pilots who fly in each year–is the number of arriving airplanes. This year was one of the best in recent memory, according to Pelton. “We had an exciting milestone on Tuesday, when GA parking was filled. You hate to turn anybody away, but it’s a nice problem to have. It says things are recovering.” “But the most exciting part has been the One Week Wonder,” he allowed. “Just being a part of that, taking the cover off and seeing the huge crowds that were there” was one of the show’s highlights for EAA’s chairman. What does Pelton think about the 2014 edition of AirVenture? How good was it? “I think it’s clearly got to be one of
FRIENDSHIP By Frederick A. Johnsen (EAA) ob Hoover was in his element at EAA AirVenture Oshkosh 2014 as he reminisced and told stories in Honda Aircraft Forum Pavilion 7–the biggest Forum building. With about 1,000 people hanging on his every word, the atmosphere remained as informal and close as a living room chat with a dear uncle, the kind who exhorts you to do your best, and then tells charming stories on himself, always getting in a chuckle or two while keeping his humble humanity in focus. It started as Bob entered the Forum building. A rousing, roaring, deep, testosterone-laden cheer erupted spontaneously before he spoke a word. It’s obvious: At AirVenture, Bob Hoover is every pilot’s hero. He talked about working hard as a teenager to earn his flying lessons, and how his disappointment at becoming airsick took a back seat to his determination to overcome this affliction.
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the landmark events,” in EAA’s history, he said. “And we’ve had some great ones, going back to when the Concorde was here and other things. But bringing the Thunderbirds for the first time and the crowds we’ve had,” will make 2014’s AirVenture a contender, he told us. Among Pelton’s special memories this week is the way in which association Founder Paul H. Poberezny’s passing last year, shortly after AirVenture 2013 concluded, was remembered by attendees. Several events and displays during AirVenture 2014 were dedicated to his legacy. Perhaps the best attended was Sunday’s dedication of a plaque honoring him on EAA’s Memorial Wall. “Having that and having people not turn it into a downer, being excited about the way it was and having that family culture…there’s just a lot of people feeling good about EAA,” Pelton thoughtfully added.
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“ Anyone can succeed if you just put your mind to it and don’t take ‘no’ for an answer,” he told his audience. “ Things can happen if you make them happen.” When asked if he has any regrets, the closest he could come was when he commandeered a German Focke-Wulf Fw 190 fighter in the closing weeks of World War II after he escaped a German prison camp. Without a seat-pack parachute, he could barely see out the windscreen. He was motoring toward Allied territory in a fighter carrying full enemy markings. After sizing up his predicament, he said, “You’re looking at the dumbest blooming pilot you’ve ever seen in your life!” After appreciative laughter died down he continued: “I’m a target for some second lieutenant right out of flight training.” But he managed to land the German fighter safely in Allied territory. For the actions of a flight surgeon, who had heard how well trainee Hoover flew, his military career came close to ending before it began, thanks to poor
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But when Pelton looks out his office window in February, and then he looks at the site today, what goes through his mind? “The first thing is the volunteers–I hope we’re treating them properly, and they all come back and show up. That’s how it gets done…it’s the whole core and backbone of this,” he added. “Without them, this whole thing just would not get done.” But as good as AirVenture 2014 was–and is–Pelton isn’t the least bit content to let its success be the high-water mark. He and EAA’s staff already are thinking about 2015. “Next year, there’s a few things we’re hoping to bring back, the most significant of which is Burt Rutan,” Pelton said. “He’s got some things in the works he’s not willing to talk about, but he’s saying, ‘Jack, I want to be there next year.’ He told me, point-blank, in an email, ‘I have my own projects that very much need to be unveiled at EAA.’” That brings us back to considering how the AirVenture grounds are transformed each year and how special the results become. What words does EAA’s chairman use to describe that transformation, and the results? “Pure magic,” he confirmed. Who are we to argue? See you next year, for AirVenture, July 20-26, 2015.
BOB HOOVER
eyesight. During a physical examination, the doctor informed Bob that he had some business to take care of for a few minutes. He told Hoover, “I want to be sure you can read that second line from the bottom,” and left Bob alone in a room with an eye chart. It didn’t matter if members of the audience had heard that story before, or if it was new to them–the response was again thunderous. Bob Hoover is a fascinating blend of disarmingly relaxed gentleman backed up by a steel-trap mind that grasps aeronautical theory. He related how he applied concepts of center-of-pressure movement over an airplane at differing speeds to enable him to maneuver an errant F-86 with a locked hydraulic control system–a catastrophic failure for a lesser pilot but an intriguing challenge for Bob. Using only rudder and throttle, he flew the stricken jet from the Los Angeles area, over a mountain range, and to Rogers Dry Lake at Muroc, where 11 miles of natural landing surface enabled
Bob Hoover’s audience went with him on aviation adventures related candidly and with humor and drama on Friday, Aug. 1. (Frederick A. Johnsen, EAA) him to maintain the high speed he needed to stay in control while descending to a landing he described with a pair of quick kissing sounds. Even though everyone knows that–just like James Bond–Bob Hoover will get out of every predicament, the stories remain cliffhangers to the end. The standing ovation as he left the Forum building drowned out the din of helicopters and airshow warbirds. This moment was Bob’s alone to share in a hall filled with his friends.
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EAA AirVenture OshKosh Recap
September 2014
July 28 – August 3
AIRVENTURE OSHKOSH 2014 COULD BE ONE EAA Chairman Jack J. Pelton told reporters at his convention-closing press appearance that when the numbers are all in, the 2014 edition of EAA AirVenture Oshkosh would be among the best conventions of all time. Attendance, the number of airplanes, exhibitors’ reactions and enthusiasm – all are trending up significantly. “Overall attendance was up,” he said. “As you can imagine, on certain days it was way up.” Saturday for example, attendance rose more than 20 percent above last year. “We’re also getting very strong feedback from the (more than 800) exhibitors in terms of sales and activities. Aviation people were here, and they were here to buy.” Aircraft arrival numbers were up significantly from a year ago. As of Sunday morning, there were more than 1,000 additional registered aircraft in Oshkosh over last year. On Tuesday, the field at Wittman Regional Airport was full for aircraft parking. “That was the
first time in a long time aircraft parking was full,” Pelton commented. The One Week Wonder project has been nothing short of outstanding with volunteers and attendee activity centered on the project exhibit throughout the week. The first-ever U.S. Air Force Thunderbirds appearance clearly provided a big shot in the arm especially on Saturday when the weather also cooperated, and on Sunday morning, there were twice as many cars already in the parking lot than final Sunday last year. Pelton said his only true disappointment came from the FAA regarding progress on doing away with the third-class medical certificate for recreational flying. “We were pleased FAA Administrator, Michael Huerta, was here, but we were hoping to get more definition around the third-class medical proposal,” Pelton said. “We had high expectations for more news than what we got. The FAA internally has made a decision to
move forward, and that is but one step out of many steps toward a final ruling.” EAA will continue to push the legislative track, which was outlined by U.S. Rep. Todd Rokita (R-Indiana) in the General Aviation Pilot Protection Act (H.R.3708) early in the week. The next big barometer is September 2015 and FAA reauthorization. “Will GA be left out? I’m really concerned about that,” Pelton said. Looking ahead to 2015 (July 20-26): • Pelton alluded to an appearance by Burt Rutan. “He has some things he’d like to show the EAA members” • A Wichita, Kan.-based group intends to fly the B-29 bomber Doc soon and bring it to Oshkosh 2015, along with the expected appearance of the Commemorative Air Force’s FIFI – “Won’t that be something to see!” • An expected appearance of Goodyear’s newest airship – “It’s a Zeppelin,” Pelton said.
NEW WORKSHOPS DRAW By Randy Dufault (EAA) hen asked what he thought about the new combination classroom and workshop buildings in the Builder’s Education Center, George Donaldson simply replied, “We love it!” Donaldson, who has been teaching wood aircraft construction at AirVenture since 2000, now helps prospective airplane builders construct wing ribs in a facility with concrete floors, audio visual systems, and means for managing outside elements like sun and rain. A line of three metal buildings now supports the education program. Each
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structure houses a classroom on the south side, and a workshop on the north. Overhead doors can be adjusted when necessary to manage light and to keep the rain out. A series of wooden workshop structures built for the very first Oshkosh convention served the education center well for 43 years. But they had limitations. There were not any walls, they contained very little storage space, and the asphalt floors were nearly impossible to clean. Those buildings are gone now. In another development for EAA AirVenture Oshkosh 2014, the Aeroplane Factory moved from its traditional tent facility to a hangar building east of the
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• Other expectations are for increased presence of electric-powered airplanes and those companies looking at advances in innovation and technology in that area. Pelton closed with a major shout-out to EAA volunteers. “We had more than 5,400 volunteers this year,” he said. “Last year we had less than 5,000, so we’re happy that we’re seeing volunteers return to the convention because they are what make all this possible.” The show got off to an unfortunate start with a fatal accident Monday, and Pelton gave his condolences to the families who were affected.
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workshops. “We’ve seen a significant increase in traffic,” Carl Franz, Workshops co-chairman said of the new factory location. With the improved facility, Franz hopes to expand offerings to include new aircraft construction in addition to the repair activities offered this year. Wayne Ray, Workshops chairman, expects nearly 7,000 builders and prospective builders to attend sessions this year. “We have had an increase in attendance,” Ray said. “Before we had people that walked right by our old wood buildings and never stopped. With these new buildings, people stop.”
George Donaldson instructs prospective builders on the particulars of wooden wing rib construction in a new workshop building. (Randy Dufault, EAA) For Ray, it is all about the numbers. The new facilities are drawing more people and, as a result, may allow increasing some workshop offerings from two sessions each day to three.
FORMER YOUNG EAGLE RECEIVES GOPRO FLIGHT SCHOLARSHIP A former EAA Young Eagle and five-time Women Soar You Soar participant received the first-ever GoPro flight scholarship at EAA AirVenture Oshkosh 2014. Sarah Benish, a senior at the University of Wisconsin-Madison, where she also researches air quality using data collected from aircraft, received the “Go Fly” scholarship, which provides financial assistance for flight training, a oneyear EAA membership and a GoPro HERO3+ Black Edition with mounts.
GoPro and EAA teamed up to create the new scholarship, which had applicants creating a video illustrating why they wanted to earn their private pilot certificate. Airshow pilot and GoPro athlete, Kirby Chambliss, presented the scholarship to Benish. “GoPro cameras are the perfect device for young pilots to capture their flight experiences and document their training and adventures,” said Gregg DiLeo, GoPro adventure sports market-
ing manager. “The cameras can also be used as an educational tool to help new aviators analyze their progress as they work their way through flight training.” Benish, who will be using the GoPro equipment and social media to document her flight training, thanked EAA and GoPro for the scholarship. “I’m so excited to share my flight-training experiences with others,” she said. “I’ve wanted to become a pilot since I first came to AirVenture at age two, and I can’t believe my dream is finally coming true.”
Sarah Benish accepts a GoPro scholarship certificate from airshow pilot and GoPro athlete, Kirby Chambliss. (Barbara A. Schmitz, EAA)
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EAA AirVenture OshKosh
JENNY’S FRIENDS LET HER TAKE THE LEAD By Frederick A. Johnsen (EAA) stunning replica Curtiss JN-4H Jenny World War I-era biplane in the Warbirds area has a reputation for being strong willed. “She is a wonderful handful,” said pilot, Dorian Walker, from the sponsoring Friends of Jenny foundation. “Jenny was built in three locations during three years,” Walker said. One site in Tennessee was responsible for constructing the wings from original Curtiss plans. Two sites in Kentucky handled fuselage construction and overall fabric covering. Dorian said that the nonprofit group originally acquired a basket-case antique Jenny project they intended to rebuild, but it proved to be impractical to make that Jenny whole again, so they started from scratch. The first flight was last October. “This Jenny flies behind a GMC V-8 automotive engine that has been tweaked to provide power levels similar to those of the Hispano-Suiza installed in the H model. The existing radiator and cowling will soon be replaced with a new unit crafted to represent the unique geometry of old H models,” Dorian said. Cast replica Hispano-Suiza valve covers will also be mounted to complete the look. “The engine uses an automotive distributor and a single spark plug for each cylinder. Its automotive fuel pump has been given a redundant capability,” Dorian said. He strives for safety with the Jenny, and has even used a classic barnstormer’s trick of dropping in to a vacant field to work on the biplane when something seemed amiss. Dorian and his fellow Jenny builders devised a clever bolt-on tail wheel to augment the authentic tailskid. Based on a Maule tail wheel, the rolling device mounts just ahead of the skid, and can be steered via rudder-bar inputs. This capability gives this Jenny access to the paved airports not available in the original
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It was the year of the Jenny in Warbirds at AirVenture 2014 with two of the iconic American trainers from World War I represented. Dorian Walker from Bowling Green, Kent., flew the Friends of Jenny organization’s replica. (Frederick A. Johnsen, EAA) Jenny days. Purists may notice one modern concession on this Jenny–it has an adjustable elevator trim tab absent on the originals. Dorian explained that the tab is to relieve stick pressure necessitated by classic nose heaviness. Without the tab, on long cross-country legs, he said, “That much pressure on the stick; that gets old.” Friends of Jenny realize their goal of preserving this link with classic historical American aviation every time they fly Jenny to an event like AirVenture, where the public can see the biplane and read the informative panels on display that accompany it. Dorian said, “I think that when people come up from all walks of life, all ages…they are in awe.” The display demonstrates progress, and it highlights someone Dorian believes needs more recognition: Jenny helps to ‘tell the story of a real unsung American hero, Glenn Curtiss,’” he adds. Curtiss leapfrogged some British tractor biplane efforts to create the famous JN series of biplanes that have become icons of the early years of aviation in the United States. “When Jenny is parked in Bowling Green, Kent., between assignments, she can be seen under supervised tours at the Co-Mar FBO,” Dorian said.
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EAA AirVenture OshKosh Recap
September 2014
July 28 – August 3
TUCKER HONORS, THANKS YOUNG EAGLES ‘HEROES’ By Barbara A. Schmitz (EAA) ours before he was to go flying with aerobatics great Sean D. Tucker, Aaron Wypyszynski was floating on cloud nine. Back on the ground that afternoon, however, it didn’t appear that Wypyszynski would be coming back to Earth anytime soon. “It was insane, just awesome,” Wypyszynski said moments after he and Tucker landed at Wittman Regional Airport. Tucker, who serves as EAA’s Young Eagles chairman, gives a flight to one Young Eagle and one Young Eagles volunteer at every venue he performs. At EAA AirVenture Oshkosh 2014, Wypyszynski was the lucky volunteer chosen. “I was in a meeting when I received an email that EAA was looking for a Young Eagle volunteer to fly with Sean,” Wypyszynski said. “I just about fell off my chair.” Tucker said he likes to fly Young
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Eagles volunteers because of all they do to open children’s eyes to flight. “The volunteers are our heroes,” he says. “They are the ones who ignite and share their passion with kids across North America, and this is just one way to give a small thank you to them.” Wypyszynski said it would take months to wipe the smile off his face from Friday’s flight that included Tucker teaching him a few aerobatic maneuvers. They pulled -4g’s and +5g’s and did outside loops, inside loops, a Cuban 8, barrel rolls to the left and right, two-point rolls, and even a lomcovak, where the plane flips nose over tail and spins along its axes. A private and commercial pilot with his instrument rating and tailwheel endorsement, Wypyszynski said he had taken one aerobatic lesson before. But it was nothing like the flight at AirVenture. “It was everything I expected and more,” he said. “It was the first time I’ve flown with a pilot or plane of this caliber. To be talked through all those maneuvers was just something else.” To thank the Young Eagles volun-
teers, Tucker also started a sweepstakes that offers them a chance to win top prizes, such as a 10-hour aerobatic course from his flight school, Tutima Academy of Aviation Safety, a $4,000 watch from Tutima, and more. Wypyszynski is proof of how effective the EAA Young Eagles program can be. At 13, he received his first Young Eagles flight; he went on to attend the EAA Air Academy at 16. He says that opened his eyes to what it is to share your passion of flight. In 2010, less than a week after buying a 1960 Cessna 172A once owned by aviation legend Steve Wittman, he started flying Young Eagles. He has flown 213 youths since and has served as Chapter 190’s Young Eagles coordinator since January 2011 and as president since January 2013. This past January, he and two friends also started building a Wittman Buttercup, which he hopes to bring to Oshkosh in 2016. Wypyszynski, EAA Lifetime 579057, of Meridianville, Ala., is a flight test engineer, and has also started his own
Sean D. Tucker takes former Young Eagle Aaron Wypyszynski for a flight in the Oracle Extra 300. (Mariano Rosales, EAA) company, Wyp Aviation, to design and produce a wingboard that can surf the skies. Wypyszynski says EAA has become his aviation family and changed his life. “It has taught me the true side of aviation, which is family, and kept me in it,” he said. His wife, Julie, also shares his passion for the Young Eagles program and works in ground support for chapter flight rallies. But he hopes to pass on his passion in aviation to one other special person–their three-month-old son, Walt. “I’ve taken him up two times in my airplane, and he likes it.”
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September 2014
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Homebuilder’s Workshop
MEMORIAL his was the first AirVenture after the death of beloved EAA founder Paul Poberezny, and there were many remembrances during the week. One sign listed the events occurring on Memorial to Paul Day. One EAAer, asleep at the switch, asked me, “Who is Paul Day?” Ahem… Paul P. often repeated a great truism that folks come to Oshkosh for the airplanes but stay for the people, and that was again true for me. I delighted in sharing the good news of a close friend in a new relationship after losing his wife of 46 years to cancer. Sadly, another friend’s wife continues her long, slow, and painful decline due to illness. Friends from Kansas have children that have grown so much since I last saw them that they were almost unrecognizable. Another friend is retired but left grown kids in Texas to live year round in Oshkosh and volunteer extensively for EAA. I am blessed with good friends. Sadly, one elderly pilot was lost landing a Breezy with an accident sequence that seems to not make sense. His young passenger, an AirVenture volunteer, was seriously injured, but she is expected to make a full recovery. As Awards Chairman, I supervise a small crew of crack photographers who take pictures of all the homebuilts that might be award winners so that pictures can be shown at the homebuilt awards ceremony. This year, they set a record and only missed one airplane – and we couldn’t even find a picture of it on the web. There was one award-winning homebuilt that almost nobody would recognize. Called the Bearcoupe, it was a rebuild of a wrecked Keller Prospector, a midwing taildragger. There were two Prospectors built by Fred Keller in Alaska, but no plans were ever released. Bob Bounds had long been disappointed by lack of plans, but eventually found the second Prospector wrecked in Idaho. He rebuilt the complex airplane, a task made doubly daunting by the lack of plans. The quality of the rebuild earned him an outstanding workmanship award. In the antique world, there were
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Kevin Conner’s Reserve Grand Champion Plans-Built Hatz CB-1 from Collinsville, OK. (Ed Wischmeyer)
The Bearcoupe, built by Bob Bounds, Grant, NE. (Ed Wischmeyer)
William Ford’s Grand Champion KitBuilt Lancair Legacy from Durango, CO. (Ed Wischmeyer)
Paul Berg’s stunning Reserve Grand Champion Kit-Built RV-8 from Lizton, IN. (Ed Wischmeyer) seven gorgeous Lockheed Electras (piston engine twins) in attendance, but other antiques seemed sparse, especially the gorgeously restored Waco biplanes. One surprise was a replica of the last GeeBee, and it was enormous! The engine cowling seemed as high above the ground as a DC3’s. The original, now hanging in a museum in Mexico, had a 675 HP engine, but the replica has 1,400 HP. The replica has not been flown beyond the speeds of the
Paul Berg’s stunning Reserve Grand Champion Kit-Built RV-8 from Lizton, IN. (Ed Wischmeyer) original for safety reasons, but theory says that doubling the power increases speed by only about 25 percent. The Thunderbirds flew at AirVenture this year, a first, and those folks were good! Wow! The crowd line had to be moved back for their show, as they require a larger safety zone than the smaller aircraft. Actually, the crowd line could have stayed where it was if every one of the factories on the other side of
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the field closed, but that would have meant that workers would not have been Ed paid, so the rest of us Wischmeyer could enjoy the Thunderbirds. Personally, I think the correct decision was made on this one. One factory there is working three shifts to manufacture traffic cones. Nobody likes to lose the Super Bowl, but one spectacular RV-8, extraordinarily well documented and presented by Paul Berg, won “only” a silver Lindy as William Ford’s Lancair Legacy prevailed in what must have been an agonizing decision for the judges. The Legacy had details such as aluminum pieces polished to look like chrome and screws tightened just so that the screw heads all aligned. The Legacy’s wheel wells were nicely finished, but for you trivia buffs, they weren’t finished like on that Glasair III some years back. However, that RV-8 can be in the running next year for the gold. Grand champion plans built was a Hatz biplane, built by Fredrick Hansen and it seems that the Hatz community generates a disproportionate number of grand champions, not to mention Reserve Grand Champions, such as Kevin Conner’s. The inflatable M&M character was popular for souvenir photographs, and there was a constant stream of people having their pictures taken with it, at least when they weren’t dodging the rain showers. Those showers didn’t last long, but one storm did produce a funnel cloud that did not touch down and that I wish that I’d seen. That’s the second funnel cloud I’ve almost seen in my life. In the Jewish Passover celebration, I’m told that it is customary to say, “Next year in Jerusalem,” meaning, hopefully that we can celebrate Passover next year in Jerusalem. At the Jewish worship service at AirVenture on Friday night, they had a banner that said, in Hebrew, “Next year in Oshkosh.”
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September 2014
GAMA PUBLISHES SECOND QUARTER GA AIRCRAFT SHIPMENT REPORT The General Aviation Manufacturers Association (GAMA) recently published the second quarter 2014 general aviation aircraft shipment report. Industry airplane shipments increased 4.8 percent to 1,110 units while airplane billings rose to $10.9 billion, up 4.5 percent. GAMA also released quarterly shipment data for rotorcraft manufacturers for the first time. GAMA began publishing annual rotorcraft shipment data several years ago, and the association’s website provides this historical data. The rotorcraft manufacturers delivered 409 combined piston and turbine helicopters during the first six months of 2014. The billing figure for the rotorcraft shipments was $1.2 billion. “This additional fidelity about rotorcraft manufacturers will help us better tell the economic impact story of this important segment of GA,” said Pete Bunce, President and CEO of GAMA.
First Six Months of Shipments of Airplanes Manufactured Worldwide
Pistons Turboprops Business Jets Total Shipments Total Billings
“Deliveries of turboprops this quarter were flat, but the encouraging numbers in the piston airplane and business jet segments drive the industry’s optimism about global general aviation growth. Here at Oshkosh, enthusiasm toward the light airplane industry is clearly palpable,” said Bunce. “However, there is still a great deal of work that remains to make this recovery sustainable for the long term. This includes
SALINAS AIRSHOW This year’s California International Airshow will feature the U.S. Air Force Air Demonstration Squadron, the Thunderbirds! After a year of sequestration, the USAF Thunderbirds head back to the skies celebrating more than 60 years of performing for people all around the world, displaying the pride, precision and professionalism of American Airmen. In every hour-long demonstration, the team combines years of training and experience with an attitude of excellence to showcase what the Air Force is all about. The California International Air Show is excited to host the USAF Thunderbirds in 2014. The Team is performing only two shows in California, and Salinas was chosen as one of the two locations! The USAF Thunderbirds are assigned to the 57th Wing and are based at Nellis AFB, Nevada. The squadron tours the United States and much of the world, performing aerobatic formation and solo flying in those beautiful red, white and blue F-16 C/D Fighting Falcons. Other performers include: • Metal Mulisha • C-47 Normandy 70th Anniversary
2013 500 276 283 1,059 $10.4B
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streamlining certification processes around the globe for both new production and equipage of safety-enhancing technology in the existing fleet.” Bunce continued, “In the United States, we need the leaders of the Department of Transportation to put high priority on their rulemaking processes to meet the December 2015 congressionallymandated deadline for full implementation
of the Small Airplane Revitalization Act that the FAA Administrator has publicly stated will improve general aviation safety.” “Reauthorizing the U.S. ExportImport Bank is also critical to keeping the industry moving forward and ensuring a level playing field for all general aviation manufacturers worldwide. We are encouraged by legislation being introduced currently by a bipartisan group of Senators, led by Senators Joe Manchin (D-WV) and Mark Kirk (R-IL), to reauthorize the Bank for five years, which will provide businesses with the certainty and predictability in financing they need as they plan their production schedules and future hiring for 2015 and beyond,” Bunce concluded. To view the complete report, visit the GAMA website at www.gama.aero and link to 2014GAMAShipmentReportQ2.pdf.
FEATURE USAF THUNDERBIRDS, SEPT. 27-28
Liberty Jump Team Clay Lacy Lear Jet Aerobatics Sean D. Tucker Oracle Challenger Vicky Benzing Aerosports – One of the top female aerobatic pilots flying a 1940 Boeing Stearman • Executive Sweet World War II B-25 Mitchell Bomber - go to www.aaf group.org/rides.html to book a ride • Russian MiG-17 • Monster Trucks – Kelvin Ramer’s Time Flys along with Wild Flower
(Courtesy US Air Force Thunderbirds) driven by Rosalee Ramer, the youngest professional female monster truck driver • Plus historic and unique static aircraft displays, and much more… The Airshow will be held on Sept. 27 and 28 at the Salinas Airport. Tickets are on sale at www.salinasairshow.ticketfly.com. General admission tickets (does not include a seat) purchased in advance are $15 for adults, $10 for children.
(Children five and under are free). General admission tickets at the gate will be $20 for adults and $15 for children. Box seat tickets are also available. For a premium experience, the Salinas Airshow offers the President’s Club. This lavishly landscaped tent offers seating on the patio and in the beautifully decorated tent. A lavish buffet and a hosted bar round out the experience of the Presidents Club tent. Best of all, a portion of the cost of the Presidents Club package can be designated to your favorite nonprofit. First year membership is $2,500 of which $1,250 can be designated to your charity. Annual President Club renewals are $1,500 and include a $750 pass through to the designated charity. The Presidents Club package includes 12 tickets that can be split over Saturday and Sunday and includes four VIP parking passes. Parking is $10, a reduction from previous years. The California International Airshow has provided outstanding entertainment on the Central Coast for 33 years. Throughout those 34 years, the Airshow has raised and distributed almost $8 million dollars for charity. For more information, visit www.salinasairshow.com
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SANTA MONICA ADVOCATES RALLY SUPPORT FOR BALLOT INITIATIVE Advocates for Santa Monica Municipal Airport gathered Aug. 25 to rally support for Measure D, a ballot initiative that would require voter approval before the airport can be closed or redeveloped. The rally, hosted by Santa Monicans for Open and Honest Development Decisions, attracted a standing-room-only crowd and featured a panel of local airport advocates who spoke about the importance of the airport to the cityâ&#x20AC;&#x2122;s economy and quality of life. Santa Monica Municipal covers 227 acres in the heart of the city, is home to 175 businesses, and is responsible for 1,500 jobs and a quarter of a billion dollars in annual economic activity. The airport also serves as a critical general aviation reliever in the crowded Los Angeles Basin. During the rally, panelists urged pilots, airport supporters, and Santa Monica residents to educate family and friends about Measure D, support the campaign, and above all go the polls in November. Following the panel discussion, AOPA President Mark Baker and National Business Aviation Association President Ed Bolen spoke briefly, thanking airport supporters for their efforts to preserve the iconic field, that contributes so much to the community, and encouraging attendees to get out and vote. â&#x20AC;&#x153;For years, a small number of vocal individuals have tried to strangle, close, or redevelop the airport,â&#x20AC;? Baker said after the event. â&#x20AC;&#x153;But the majority of Santa Monica residents value this irreplaceable community asset, and they donâ&#x20AC;&#x2122;t want the
added traffic and congestion that could come with redeveloping the land. For nearly a century, this airport has served the people of Santa Monica, and they deserve a say in determining its future.â&#x20AC;? Measure D, which AOPA supports, will not be the only item concerning Santa Monica Municipal on the November ballot. The city of Santa Monica has sponsored a competing initiative, known as Measure LC, which would keep control of the airportâ&#x20AC;&#x2122;s fate in the hands of the city council, allowing the airport to be closed and permitting certain types of redevelopment without voter input. Monday eveningâ&#x20AC;&#x2122;s (Aug. 25) rally closely followed two significant court victories for airport supporters. On Aug. 19, Los Angeles County Superior Court Judge Luis A. Lavin threw out a case that claimed Measure D violated the state constitution and elections code and was not properly reviewed by city officials. Then on Aug. 22, a second Los Angeles County Superior Court Judge, Joanne Oâ&#x20AC;&#x2122;Donnell, dismissed similar allegations in a related lawsuit. Attorney Jonathan Stein, who represented the plaintiffs in both suits, said he would appeal. Santa Monica Municipal has been the subject of numerous legal actions in recent months. In February, U.S. District Judge John F. Walter granted a motion from the Department of Justice and FAA to dismiss a lawsuit designed to release the city of Santa Monica from its obligation to continue to operate the field as an airport.
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Vazquez Assumes Command Continued from Page 33 chosen by the Board of Governors, the organizationâ&#x20AC;&#x2122;s governing body, in CAPâ&#x20AC;&#x2122;s 72-year history. The new selection process became official in October 2012 when the BoG approved an updated Constitution and Bylaws incorporating the organizationâ&#x20AC;&#x2122;s new governance structure. Previously, commanders were elected by a majority vote of the organizationâ&#x20AC;&#x2122;s National Board, a predecessor of the Command Council. â&#x20AC;&#x153;My initial focus will be on member and mission development,â&#x20AC;? said Vazquez. â&#x20AC;&#x153;But rest assured, any changes contemplated are evolutionary and not revolutionary. My predecessors, and in particular, General Carr, helped grow the organization to what it is today, a modern and sophisticated corporation.â&#x20AC;? Vazquez joined CAP as a Georgia Wing cadet in 1975. During nearly four decades of service, he has served as commander at every level, including service
as Middle East Region commander from 2008-2011. He also commanded the Virginia Wing from 2001-2003, the Virginia Wingâ&#x20AC;&#x2122;s Group four from 19931995 and the Maryland Wingâ&#x20AC;&#x2122;s Wicomico Composite Squadron from 1990-1992. He was cadet commander of Georgia Wingâ&#x20AC;&#x2122;s Warner Robins Composite Squadron from 1976-1978. A CAP command pilot with more than 3,500 flying hours, Vazquez is a single and multi-engine commercial pilot and also a Federal Aviation Administration commercial-rated glider instructor pilot. Before his brief remarks, Vazquez introduced three members of his command staff â&#x20AC;&#x201C; Executive Officer Col. Larry Ragland, Inspector General Col. Tom Kettell and Chief of Legal Corps Maj. Gen. Dwight Wheless. Visit www.gocivilairpatrol.com, www.capvolunteernow.com and www.capgoldmedal.com for more information.
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In Flight USA Celebrating 31 Years
September 2014
It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
What Would You Have Done?
THE GO-AROUND DECISION
The First Half of the Story
Situation #5 B737 Captain’s Report
Situation # 1 B757 Captain’s Report This month’s ASR reports may at first seem to be related only to large, complex aircraft. In certainly featuring such aircraft, the decisions being made are applicable to all forms of flying machines, especially those with welldeveloped checklist and technological features. The bottom line is; what does one do when a failure message is displayed? There is a lot to be learned as the following professionals deal with the realities of their world, multi-crew aircraft and the pressures of meeting tough air carrier schedules. Once again, CALLBACK offers the reader a chance to “interact” with the information given in a selection of ASRS reports. In “The First Half of the Story,” you will find report excerpts describing the event up to the decision point. You may then use your own judgment to determine the possible courses of action and make a decision regarding the best way to resolve the situation. The selected ASRS reports may not give all the information you want, and you may not be experienced in the type of aircraft involved, but each incident should give you a chance to exercise your aviation decision-making skills. In “The Rest of the Story...” you will find the actions actually taken in response to each situation. Bear in mind that their decisions may not necessarily represent the best course of action. Our intent is to stimulate thought and discussion related to the type of incidents that were reported. The following reports all involve a situation in which the pilots had a choice between landing or going around to run an abnormal checklist. In these, as well as most other irregular situations, an assessment of the problem and associated factors can help integrate the use of checklists with other adaptive problem-solving techniques. Immediately going into the “Light on – Start checklist” mode may cause a pilot or flight crew to overlook other important elements of the situation. As one of the human factors researchers at NASA Ames said, “Checklists should not be used as a replacement for common sense. The first item on every Abnormal or Emergency checklist should be ‘Brain...Engage’.”
• It was a visual approach. We had an ATC speed request of 180 knots to the Final Approach Fix and then slowed and selected flaps 30 under 168 knots. Flaps went to the 20 position and then we got the TE and LE Disagree caution lights. We were on glideslope, on the VASIs, and in a position to land with the appropriate airspeed. Situation #2 B757 Captain’s Report • On an ILS approach, we received a TE FLAP Disagree light and EICAS while configuring for final landing with the runway in sight.
• On approach at approximately 2,500 feet, we selected Thermal Anti-Ice (TAI) for the engines as we began to enter icing conditions (a cloud deck from approximately 2,500 feet to 800 feet). This was the first time during the flight that we used the TAI. The Number Two engine TAI showed a disagreement indication, a bright light on the overhead panel and a yellow indication on the engine instruments. We cycled the TAI several times to no avail. Fuel available was approximately 6,900 lbs. There was at least a 200-300 mile flight to find non-icing conditions.
What Would You Have Done? The Rest of the Story
Situation #3 B757 Captain’s Report • Runway was in sight on final at approximately 1,400 feet AGL. Flying Pilot called for flaps 30, landing checklist. I selected flaps 30 and noticed an EICAS message “Trailing Edge Flaps.” The flaps remained at 25 with the flap handle selected to 30. I asked the Flying Pilot if he noticed any “roll” in one direction or the other? He said, “No.” I then selected the flap handle back to 25 and informed him of the Trailing Edge Flaps EICAS message. At this point, we were at 1,000 feet AGL and stable on final. Situation #4 B737-700 First Officer’s Report • The Captain was the Pilot Flying and I was Pilot Monitoring. While configuring for landing, the Captain noticed the forward amber LE FLAPS TRANSIT light illuminated and called it out. I looked up at the overhead LE Devices Indicator and saw that the number one Slat Full Extend light was not illuminated green. I notified the Captain of this. We were descending via the glideslope on the visual with gear down and flaps 15, somewhere between 2,000 feet and 1,000 feet AGL. I stated that we will need to go around and work out the problem. The Captain indicated that he had been in this situation before, and we were fine to land.
Situation #1 B757 Captain’s Report The Reporter’s Action: • I elected to land with flaps 20. I had the First Officer confirm the airspeed for flaps 20. We landed on centerline, on speed, and in the landing touchdown zone. The approach was stabilized. First Half of Situation #2 Situation #2 B757 Captain’s Report The Reporter’s Action: • We elected to discontinue our approach to run the TE FLAP Disagree checklist. ATC provided vectors while we configured the plane for a flaps 20 approach as the checklist directed. We coordinated with ATC for the ILS to a runway with more favorable winds. This took much longer than anticipated with the final result being a VOR approach at the last minute. We set up for the new approach but did not see the runway at minimums and had to again go missed approach. By this point, our fuel state was becoming a greater concern than the non-standard configuration for landing so we requested immediate vectors back to the ILS Runway XX as the winds were once again favorable for that approach. We ended up breaking out early and were able to then fly a flaps 20 landing in visual conditions.
First Half of Situation #3 Situation #3 B757 Captain’s Report The Reporter’s Action: • I elected to land rather than go around in order to run the QRH checklist since the flaps were at 25 with no noticeable roll. Once on the ground, we attempted to retract the flaps but they remained at 25. I’m not really sure if the flaps would have retracted if we had attempted a go-around. First Half of Situation #4 Situation #4 B737-700 First Officer’s Report The Reporter’s Action: • The approach was continued to a landing. From the Captain’s report on the same incident: • I elected to continue, carry a higher speed and land the aircraft. After landing, the First Officer was questioning my decision and looked in the QRH. According to the QRH, we should have gone around and come back with flaps 15 for landing. I made the call to land and not to go back into the overcast. A Mechanic met the aircraft and found the number one slat was extending; however, we were not getting the indication. First Half of Situation #5 Situation #5 EMB-145 First Officer’s Report The Reporter’s Action: • The “correct” response would have been to go around, climb to a non-icing altitude and run the QRH. But given our knowledge of the system and the QRH procedures combined with a thin cloud deck, we chose to continue the approach rather than waste fuel on what would have been a futile attempt to “fix” the issue. In short, we knew we were going to have to descend through the cloud deck with the TAI inoperative no matter what. We checked that the TAI valve circuit breaker was in, and we landed without incident.
September 2014
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What’s Up
Continued from Page 26 fill out some forms, practice a few words of Spanish, buy some fuel, etc. I saw a Cherokee Six parked that had obviously lost the fight with the runway or been hit by a large truck full of Tequila. Since I didn’t see any trucks, I went with the runway option. Here’s the story as told by the pilot’s wife, and I give you my word this is the truth. The passenger- side tail section was slightly destroyed, the passenger-side wheel pant was sitting on top of that, and as I walked around the airplane, it looked like someone had tried to fold the it over his or her knee. A lovely lady was near the airplane, and you know how shy I am, I walked up to her and asked ... any idea how this happened? Her response was amazing. She said, and I’m quoting, “This always happens when we come down here.” My husband is a terrible pilot. He has two of these airplanes, and density altitude is always an issue. What? As I looked over my shoulder at the ocean waters, I had to ask, what density altitude? As she went on to tell us that he hit something on the end of the runway and then, (hang on, you won’t believe this), he went around and landed again. As my crew and I stared at the mess, I offered some suggestion to remedy the obvious mess and she thanked me and said, “don’t worry, we live only a flying hour away from here.” Curiosity got the better part of us, so my crew and I walked out to the end of the runway to see what he “hit,” and we found nothing. Let me end with this final comment. On my return to California two weeks
later, and not landing at San Filipe, I not only saw the airplane still sitting there, but I did see a lot of dirt and rocks that had been obviously moved by something and that was 200 feet short of the runway. Bingo! He landed 200 feet short on a 6,000 foot long runway in a desert, and in his attempt to go around (no, I don’t know why), he plowed his way to the runway and yes, he did go around with a broken airplane and his family sat and watched, what else could they do? Mrs. Dumb Pilot said, “That’s it, I’m never flying with him again.” I never did find Captain Ridicules, so I could ask him what happened from his side. Okay, here’s another part of the PS. After singing praises of the trouble free cordial time spent with the custom folks down in San Diego, and they were so pleasant I fly almost 50 miles further to clear there on my way back from my monthly trek to La Paz to avoid Mexicali. If you’re wondering why, then you haven’t been there. I arrived at Brown Field only to have the exact opposite experience I have been enjoying most of the last six or more months. I should mention these were rental agents; the regular troops were off that day. I won’t bore you with all of the details, but they had a problem they weren’t willing to admit, even though we proved they had the problem, not us, so they had to drum up some issues to cause us the loss of too many hours, which made completing our trip home up north not doable. Previous officers couldn’t have been nicer or easier to work with. I could mention their names, but that wouldn’t be professional. When they realized not one, but multiple mistakes they made, they found a way to ground my airplane, so I couldn’t get home, even after I told them my wife was going into the hospital the following morning for surgery, and I needed to be there. Before you ask, I had no options that would have worked. As the sun came up, the beautiful Pacific Ocean was our reward for being stuck down south. I offer mucho kudos to the FAA for helping us get out of Dodge and on our way back to PAO.
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On Final I send my best wishes to the students going back to school this month and those going for the first time. I’m still recovering from my granddaughter, Kaitlyn, going into the second grade. To those of the Hebraic Persuasion, my best wishes for a sweet and happy new year. To my best friend, Kimberly, bravo for taking on the Susan G. Komen 3-Day walk for the cure again ... I’ll be the old guy at the finish line
up in Seattle with the most tears on a shirt screaming and yelling. Until next time ...That’s Thirty! “Over” Larry Shapiro is an aircraft broker, aviation humoristand fulltime grandfather of three. He’d love to have you share your thoughts and ideas for future articles. Palo Alto Airport Office: 650-424-1801 or Larry@LarryShapiro.com
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September 2014
16 YEARS OF BEAUTIFUL, RESTORED AIRCRAFT AT THE NATIONAL AVIATION HERITAGE INVITATIONAL Celebrating 16 Years at the National Championship Air Races
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The most beautiful, pristine and historic aircraft have graced the east end of Reno-Stead Airport for the last 16 years as contestants in the annual National Aviation Heritage Invitational. The Invitational is held in conjunction with the National Championship Air Races, and 2014 promises to be another tremendous year for the vintage aircraft competition. The Invitational gives aircraft owners and restorers the opportunity to bring their skillfully restored aircraft to the high desert of northern Nevada and compete for the prestigious Neil A. Armstrong Aviation Heritage Trophy. “We are gearing up for another outstanding event,” said Ken Perich, Executive Director of the National Aviation Heritage Invitational. “We are thrilled to be working closely with the Pathways to Aviation Foundation and to playing a significant role in the National Championship Air Races non-racing events.” Thousands of hours of labor and dedication to the smallest details by the aircraft owners and restorers come to fruition at the invitational. The fully restored aircraft are a wonderful sight to behold. The Invitational has been called the nation’s premiere traveling aviation museum. Admission to view the Invitational is open to anyone attending the Reno Air Races. Throughout race week, spectators can take a walk through aviation history as they view a wide array of beautifully restored airplanes – living testaments to our rich aviation history. The National Aviation Heritage Invitational competition encourages the preservation and restoration of historic aircraft to airworthy condition and to the very highest standards of workmanship and historical accuracy. Participants compete in four categories: • Antique – includes all eligible civil aircraft flying in 1945 and earlier. The winning aircraft will be awarded the Orville and Wilber Wright trophy. • Classic – includes all eligible civil
aircraft flying in years 1946 to 1968. The winning aircraft will be awarded the Paul E. Garber trophy. • Warbird – includes all eligible military aircraft flying prior to 1968. The winning aircraft will be awarded the Henry “Hap” Arnold trophy. • Large Aircraft - includes all eligible aircraft, flying prior to 1968, both civil and military with wingspans of 45 feet or more. The winning aircraft will be awarded the Howard Hughes trophy. Each aircraft is judged on its technical merit and how well it represents the aircraft early in its career. Authenticity to the original manufacturer’s condition is the “gold standard” for each plane. The National Aviation Hall of Fame’s ‘People’s Choice’ trophy is awarded to the owner of the aircraft that receives the most votes from the public reviewing the aircraft during the Invitational. Voting ends Saturday, Sept. 13 at 5 p.m. National Aviation Hall of Fame enshrinees, R.A. ‘Bob’ Hoover, Hoot Gibson, Herb Kelleher, Dick Rutan and Bud Anderson will assist in presenting awards on the morning of Sept. 14. “We are grateful and pleased to welcome back Presenting Sponsor, Perform Air,” said Perich. Perform Air is joined by Air & Space Smithsonian magazine, Pathways to Aviation Foundation, Air Transport World, ISTAT Foundation and Historic Flight Foundation in their dedication to the preservation of aviation history as our 2014 trophy sponsors. Southwest Airlines joins us this year as a supporter along with the Reno Air Racing Association, Smithsonian National Air and Space Museum, Airmail Greetings, The Perich Group and LiveAirShow TV. For more information, please visit www.heritagetrophy.org *The National Aviation Heritage Invitational is a Limited Liability Company.
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September 2014
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Marilyn Dash’s
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The Pylon Place
RENO AIR RACES - 2014 - HERE WE GO! he 51st National Championship Air Races are just around the corner. While the t eams are putting the final touches on the racers, packing the tools and trailers and trying to remember what they forgot, let’s take a look at what to expect.
T
Unlimited At this point, we have 14 aircraft on the roster. Again, the numbers are down, but the fast ones are all scheduled to be there. Last year’s winner, Voodoo, will be back to challenge all comers. The team has been working diligently all year to make some secret speed mods. They expect to be faster than ever and have three engines to utilize. One for Qualifying, one for Racing and one to make sure they get home. Nelson Ezell and his crew believe they have found the missing horsepower in the Rare Bear’s 3350. Stewart Dawson will be in the pilot seat once again and ready for the challenge. Will all of their hard work pay off? I certainly hope so! After a catastrophic inlet failure last year, Rare Bear’s little sister, 232 is also ready for the Gold. Sanders Aeronautics and AeroChia have done their magic on the inlet. Hoot Gibson is back in the pilot seat, and Sea Fury fans are looking for everyone’s favorite astronaut to finish in the top three. Strega has been a giant question mark again this off-season. First Tiger was retiring her, and then coming back. Then he attended PRS but didn’t fly. Then rumors of her being sold, and then
Sea Fury 232 could be a spoiler this year.
(Anthony Taylor/Warbirdphotos.com)
unsold. There have been no rumored sightings of Strega test flights and no good gossip. What will we see on the ramp? I hope we see Tiger and Strega in all their glory! After coming back from a wild few years of changes by the Shafter Skunk Works, Czech Mate was in impressive form last year, only to suffer a landing incident after the races. Another year of hard work, and they are back again. We look forward to the mighty Yak and her grand pilot, Sherman Smoot, to make some waves out there. Dreadnaught had a difficult off-season but will be ready to go – as they always are. Brian Sanders is the primary pilot this year, and we look forward to him doing what he does best. The Precious Metal team has been working all year on the Griffon Powered
Mustang. We haven’t heard any good gossip about speeds or mods, but we know they are looking to win. Good luck to Thom and the team! The final likely Gold Competitor, Sawbones, had a gear collapse a few months ago, and the team has been burning the midnight oil getting ready for the
races. She will be there again this year, with a hard working crew and Curt Brown in the pilot seat. Miss America has decided to stand down this year. I know I will miss having her on the ramp and will miss the team from Oklahoma led by pilot-owner, Doc Hisey. All the best to you guys, I hope we see you again on the ramp. You Tigercat fans will be happy to know that La Patrona, Rod Lewis’ beautiful Tigercat will be there. And Corsair fans should be happy to know that Jim Tobul is bringing his gorgeous Corsair to race for the first time. Doug Matthew will have his stunning Mustang, The Rebel, and the Seghetti’s Sparky will also be there. Sanders will be bringing their other two Sea Furys – Bristol-powered, 924 and 2800-powered, Argonaut. Continued on Page 46
Old School Aviation Advanced Warbird Flight Training WWII Stearman and Texan AT-6
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Sonoma Jet Center Will the Giant Killer bring home the win this year. (Anthony Taylor/Warbirdphotos.com)
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In Flight USA Celebrating 31 Years
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September 2014
YOUNGEST-EVER FEMALE MEMBER OF U.S. AEROBATIC TEAM TO MAKE HER RENO DEBUT IN 2014 “The National Championship Air Races has a 50-year legacy of attracting the very top racers and entertainers from throughout the world,” said Mike Major, chairman of the Reno Air Racing Association (RARA) board of directors. “Melissa is simply awe-inspiring, and we couldn’t be more excited to have her perform at this year’s event. We’re also confident that she’ll appeal to a younger and more diverse audience.” A native of Pittsburgh, Penn., the 30year-old aerobat comes from a family of pilots and performers, having learned to
fly from her grandmother and grandfather. Pemberton became a private pilot in 2002 and flew in her first airshow in 2004. She quickly established herself as one of the country’s best young pilots, winning several regional aerobatic competitions and earning the title of Collegiate Aerobatic Champion in 2004 and 2006 and Third Place Overall in Intermediate at the 2004 U.S. National Championships. She was a member of the “Stars of Tomorrow 2005,” sponsored by legendary aerobatic pilots, Sean Tucker and Michael Goulian, doing solo
Continued from Page 45 This group should lead to some amazing racing. I cannot wait to see who walks away with the big trophy on Sunday! Is in the year of the round engine? Or will Merlin Power take another one? How about that Griffon?
Titan Engines Sponsorship make some waves? Or will it be Lynn Farnsworth in his Super Legacy or someone else? The Sport Class will be exciting with so many fast and interesting aircraft.
T6
Sports
Aberle’s Phantom is the favorite again this year. Jeff Rose is bringing his new Mong – Reno Rabbit, and Jake Stewart will have Bad MoJo there. Both these aircraft could be spoilers. I will be back in Ruby this year, so stop by the Biplane Hangar and say hello!
One of the world’s top female pilots will be gracing the northern Nevada skies for the first time as this year’s National Championship Air Races ‘race on’ Sept. 10-14. Melissa Pemberton, a worldrenowned aerobat and the youngest-ever female member of the United States Unlimited Aerobatic Team, will bring her Edge540 Aircraft and her exhilarating stunt routine to the Reno-Stead Airfield this September. Pemberton joins the F-22 Raptor Demonstration team as performers that have been announced for the event’s 51st year.
and formation aerobatic demonstrations at major airshows throughout the country. Pemberton also studied aeronautical science and mathematics at Embry Riddle Aeronautical University and is a champion rock climber. RARA also announced, last week, an exciting new competition for its loyal fanbase that will culminate in the firstever, Official National Championship Air Race Calendar. Each week, through midJuly, fans will be invited to post photos to the RARA Facebook page as part of its Continued on Page 49
The Pylon Place
The Sport Class has the largest number of entries ever this year! Again, they will be running four races, instead of just the usual three. Will Jeff Lavelle be our winner again this year? Or maybe John Parker in the Thunder Mustang will be the one. Will Kevin Eldredge with his
Dasher and Ruby are back in 2014. (Anthony Taylor/warbirdphotos.com)
Biplanes
IF1 Last year, Vito Wypraechtiger was able to capitalize on a small mistake by favorite, Steve Senegal, to capture the win. This year, we expect Steve to be the favorite again in Endeavor. With only 13 entries this year, I know IF1 will be working on adding new members to their class. So if you’re interested in racing next year in any class, especially Biplanes and IF1, let me know!
Last minutes withdraw from John Zayac leaves the race to returning veterans, Dennis Buehn and Nick Macy. But keep an eye on Mike Kennedy from Airplane Repo fame to have the crowds around this year.
Jets Seventeen jets are scheduled to race this year – including a Marchetti S211, a Dehavilland Vampire and the Iskra. All the others are the usual L29s and L39s. This is now the second largest class at Reno. Interestingly enough, the two largest classes are also the newest. Coincidence?
Wrap up… I know that the Reno Air Race Association (RARA) has an exciting show planned with concerts, Drone Races and a great list of performers. Live Airshow TV will be airing the races on their website this year also, so
The teams in IF1 have a great time balancing hard work and fun! (Rob Miller/phredtography.com) you should be able to watch from your cubicle if you weren’t able to get the entire week off to join us. Again, I wanted to give a special thanks to all my fellow air racers, pilots, owners, and crew members for putting in the time and making this event so special every year. And to the people of RARA, thank you for continuing to innovate and build momentum; to the volunteers for giving your time and making it happen; and to the fans who come out each year in heat, cold, rain, and snow, to watch us do what we love. See you there!
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September 2014
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VICTOR VALLEY’S ONLY AIRSHOW WITH AEROBATICS, WARBIRDS, SKYDIVERS, RC PLANES AND MORE OVER APPLE VALLEY SKIES Aerobatic pilots, skydivers and warbirds will provide big-time airshow action in the High Desert over Apple Valley Airport skies on Saturday, Oct. 11, 2014. This year’s airshow will feature several aerobatic pilots, Tim Just flying the Extra 300, Jon Melby aerobatics in the Pitts, Dave Mathieson in the MX2, John Collver in Wardog the T-6, and Rob Harrison “The Tumbling Bear” in his Zlin 142C. Other favorites, such as Rich Piccirilli with Just In Time Skydivers, radio control airplanes, the N-9M Flying Wing and warbirds, such as the F4U Corsair, Yakovlev YAK-3, B-25 Mitchell, P-51 Mustang, P-40 Warhawk, Fw190, all from Planes of Fame Air Museum to name a few. In addition to the excitement in the sky, spectators will see experimental and vintage airplane static displays and a car display! Visitors will have the opportunity to meet the pilots, get autographs and get up close to airplanes. Plus, be sure to visit the new this year, All 4 Kids Pediatric Dentistry Kids Area! The Apple
Jon Melby (Courtesy of Apple Valley Airshow) Planes of Fame Air Museum P-40. Valley Airshow is a family event with something for everyone! Community groups and volunteer organizations are a big part of the airshow. Attendees can browse booths offering information, souvenirs, food and beverages. Gates open from 9 a.m. to 4 p.m. Aerial demonstrations from 10 a.m. to 2:30 p.m. Admission is only $5 cash, and children 12 and under are free. Parking is free. Apple Valley Airport is located off of Hwy. 18 to 21600 Corwin
(Eric Van Gilder) Road in Apple Valley. No animals, except service animals will be allowed at the event. No large coolers and no alcoholic beverages will be allowed at the airshow. Bring chairs, sitting blankets, sunglasses, hats, and sunscreen, and don’t forget your camera. For more information about the Apple Valley Airshow, please call 760/247-2371 or go to www.sbcounty WINGS.com
1981 CESSNA 414AW RAM VII
1979 PIPER ARROW IV
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Serving the General Aviation Community Since 1981 1979 CESSNA 182Q
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1979 CESSNA 310R
1980 PIPER PA-28-236 DAKOTA
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Rob Harrison, “The Tumbling Bear.” (Scott Plummer)
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1969 PIPER COMANCHE 260C
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$119,000
N9390P – Excellent! Only 2,950 TTSN! 730 SMOH (Victor), 350 SNEW Prop (3-bladed), GNS-430W! NSD-360 HSI! Century 2000 Coupled A/P! WX-900 Stormscope! Traffic, Knots 2U & much more.
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In Flight USA Celebrating 31 Years
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CESSNA STATIONAIR Cessna Aircraft Company, a subsidiary of Textron Aviation Inc., a Textron Inc. company, announced at EAA AirVenture Oshkosh that it will offer a new seating option for the Cessna 206 Stationair that provides the versatility for up to five different cabin seating configurations. The cabin seating option, available on Stationair aircraft beginning in 2015, can be arranged quickly for two, three or four passengers. Configurations include a two-passenger “limo” arrangement and a four-seat club configuration. The standard configuration in the passenger cabin is two rows of forward-facing seats, two in each row.
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SPORT NEW INTERIOR SEATING OPTION
“The Cessna Stationair has proven to be popular with customers because of
9am Demo Flight 10am Purchase
its versatility,” said Joe Hepburn, senior vice president, Piston Aircraft. “This new seating option adds another level of utility and makes excellent use of the cabin space for any number of missions. Enhanced flexibility is due to the seatbelts being attached to the seats instead of fixed to specific positions in the cabin, along with the new rear seat rails that
allow the seats to be easily removed or reconfigured.” The optional seating package consists of new leather covers for the pilot and co-pilot seats, four new middle and aft row seats similar to luxury car seats, new aft-cabin seat rails used for the five approved seating configurations, new interior panels, new LED lighting, overhead ducting, new vents, new carpet, USB ports to power cell phones and personal electronic devices, blackout window reveals for all windows aft of front windshield, and new Luxor II leather appointments with monogrammed headrests. The single-engine Cessna 206 Turbo Stationair features the advanced Garmin 1000 avionics suite and GFC 700 autopilot, a turbocharged Textron Lycoming TIO-540-AJ1A engine producing 350 horsepower for a maximum cruise speed of 164 kats.
CESSNA TO DELIVER FOUR SKYHAWKS TO UNIVERSITY OF DUBUQUE
“I got into a Husky for the first time last week and I was instantly impressed how much confidence it gave me. The ailerons responded to my every move. The Husky is so well balanced, it molds itself to the pilot and all inputs are immediate. It was love at first flight.” Dave Hermel
Husky. America’s Favorite Taildragger. Log on to http://husky.aviataircraft.com. Check out the video, get inspired and call to schedule your own Husky Experience!
Cessna Aircraft Company, a subsidiary of Textron Aviation Inc, a Textron Inc. company, announced recently at EAA AirVenture Oshkosh 2014 an order for four 172S Skyhawks from the University of Dubuque in Iowa. Delivery of the aircraft in September will complete the transition to an all Garmin G1000equipped training fleet for the school’s aviation degree programs. “With a G1000 fleet, the UD aviation program will take a leadership position and continue to offer its student pilots an avionics system that will prepare them for the advanced aircraft they might move on to fly once they graduate,” said Joe Hepburn, senior vice president of Propeller Aircraft. “We have developed a great relationship with the University of Dubuque throughout the years, doing our
part to help build a comprehensive aviation degree program that continues to turn out passionate, first-rate pilots and aviation professionals.” Dubuque manages a training fleet of 15 Skyhawks and will replace its remaining four 172R aircraft with the new 172S models. Dubuque’s flight training department began operating Cessna aircraft in 1973. The Cessna Skyhawk has become the world standard as a training platform and has earned a reputation for offering the best combination of modern features, including the G1000 avionics system, and proven dependability. There are more Skyhawks in the world than any other type of aircraft, as more than 48,000 of the model have been designed, manufactured and delivered since 1955.
307.885.3151 AVIATAIRCRAFT.COM HUSKY + PITTS + EAGLE Post Office Box 1240 Afton, WY 83110
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In Flight USA’s website for the latest aviation news... ©2014 Aviat Aircraft, Inc.
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September 2014
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AAHS GATHERING VINTAGE AIRCRAFT FOR ANNUAL MEETING
JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT
February 7, 2015 at Flabob Airport, Rubideaux, Calif.
LARRY: HELP! I need a Kick-A-- ad for this airplane. It’s a TREASURE and it needs to be sold ASAP or I’ll lose the bet!
The American Aviation Historical Society (AAHS) is partnering with the Vintage Aircraft Association Chapter at Flabob Airport to host a vintage aircraft fly-in as part of the AAHS Annual Meeting, February 7, 2015 at Flabob Airport, Rubideaux, Calif. Mark your calendar for this enjoyable, educational day and surround yourself with flying vintage aircraft, good food and good company. The day will include free coffee and donuts for early morning flyers, a talk on the ongoing restoration of Serial Number #2 Stinson 108, catered lunch and a keynote speaker (to be announced soon), raffles, giveaways, and more!
SCOPE
IT
The day’s all-inclusive events will be only $68 for AAHS members and flyin guests, and $79 for non-members. All proceeds from the event support AAHS’ restoration and preservation of aviation history records. Come support this important project and meet some new friends as well! Contact Don Newman, AAA Chapter president, for questions about the fly-in at newmannumber11@earthlink.net. To learn more about the AAHS Annual meeting, please contact the AAHS office at 714/5494818, or contact Jerri Bergen at 909/2976688 or jerri.bergen@aahs-online.org. Or visit the AAHS website at www.aahs-online.org.
OUT QUICKLY
Aircraft Tool Supply has quickly become a leading distributor for two very dynamic video borescopes. Recently introduced to their product line in July of 2014, these two units have already sold out once for the growing company. Both video scopes are an excellent source to document maintenance issues, train mechanics, monitor progressive conditions, and provide evidence of work. The ATS Voyager is an articulating videoscope that captures video and still images through a 6.0mm diameter, 1 meter long probe onto a 3.5” display screen with excellent clarity. The articulating tip of this unit swings 240 degrees to reach every inspection point of an airplane with a simple turn of the control knob. Included in the hard-case package is a 70 degree tip mirror to look at right angles to the normal line of sight. Never again will you need to request assistance to get the perfect angle. Just use the articulating tip for all angles every time. Aircraft Tool Supply is also excited to announce the ATS VS22. This unit has a built-in digital recorder that takes still
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Too Late. You missed the deadline!
LARRY: STOP THE PRESS! Editor:
After reading your column... this is a test! (See Larry’s column on page 26.) ...Okay Larry, here it is!!
Huskyy Forr Sale
ATS
images and videos. The probe on this unit is slightly smaller than the Voyager at 5mm diameter. Included in this package are three mirror tips, 70 degree forward oblique, 90 degree right angle, and a 100 degree rear oblique for valve inspections. Both the Voyager and the ATS VS22 have four bright pure white LEDs with intensity control providing you with adequate lighting for the job. The lighting on these units is called lateral lighting. Lateral lighting is a feature in which an extra set of LED lights are located on the side of the probe, which when activated, successfully eliminates the glare and spots that are sometimes present when looking through a mirror. Capture clear quality videos and still images with every use from now on. Not convinced that these video scopes will be the top product on your shelf? They will prove it to you with our 30 day no questions asked guarantee. Aircraft Tool Supply is confident that this video scope is everything you would like it to be. For more information regarding Aircraft Tool Supply products, please visit www.aircraft-tool.com.
Youngest-Ever Member Continued from Page 46 popular Photo Friday postings. One photo will be selected each week and announced the following Wednesday for inclusion in the 2015 calendar. The calendar will be sold online and at the event with all proceeds directly benefitting the not-for-profit event. “We are committed to evolving this
Editor:
world-class event to create a more robust and enhanced experience for our fans and participants,” said Major. “We are also working to further engage our fans in feeling like this is their event and will introduce more ways, like the calendar, for them to express their passion for air racing.”
Here's the poop: It’s a 2000 Husky loaded with everything, plus an MT Prop and IFR Panel. Every option is on this airplane and the total time is 136 hours. Cost is $100K less than a new one and all the specs can be found on our Website, LarryShapiro.com Please pull out all the stops, I need to sell this ASAP and it’s a real Jewel. Let's talk!
Located at the Palo Alto Airport (PAO) in the San Francisco Bay Area, California Larry@LarryShapiro.com • Or Call Us! 650-424-1801 For more information about this plane and others, Please Visit Our Web Site: www.LarryShapiro.com
In Flight USA Celebrating 31 Years
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September 2014
AOPA ANNOUNCES TRANSITION BACK TO JEPPESEN FOR ONLINE FLIGHT PLANNER SERVICE The Aircraft Owners and Pilots Association (AOPA) is announcing a change in its online flight planning member benefit. Starting in 2015, AOPA will return to the AOPA Internet Flight Planner (AIFP) powered by Jeppesen, thus retiring the current flight planner, FlyQ Web. AIFP will remain a free member benefit. “We are excited to be partnering with Jeppesen to once again offer the popular AOPA Internet Flight Planner to our members,” said AOPA President Mark Baker. “Jeppesen is a longtime sup-
porter of AOPA and its mission, and I am pleased that together we will deliver the free Internet-based flight planner that our members already know and value.” “Delivering the AOPA Internet Flight Planner powered by Jeppesen will ensure that this great benefit continues for AOPA members,” said Mark Van Tine, Jeppesen CEO and vice president, Boeing Digital Aviation. “Jeppesen is very proud to be a partner of AOPA in supporting the General Aviation community.” Since its initial launch in 2007, AIFP
became a popular feature on the organization’s website. AOPA is already working with Jeppesen on migrating user data from FlyQ Web. In the transition back to AIFP, AOPA will be returning to the same version that existed when the switch was made to FlyQ Web. A “beta” version of AIFP will be available for members to start using this fall. A full transition will occur after AOPA is comfortable with the user experience and has ensured that the full transition will be as smooth and seamless as
possible. AOPA will keep all members and flight planner users informed as the process goes forward. In late July, AOPA announced it is exiting the electronic flight bag (EFB) market. At that time, AOPA also announced that it would be developing a distinct smart phone application for flight planning focusing on content and functions driven by member needs. The new smart phone application, available in 2015, will also remain a free member benefit and will link to the AIFP.
SCHWEISS DOORS HAS ‘BACK-UP’ SYSTEMS FOR YOUR DOOR IN CASE OF POWER OUTAGE Before placing an order for a hydraulic or bi-fold door, have you given any thought to how you would get that big, heavy door opened in case of a power outage? This is an important consideration, not only for knowing how you will get your door opened or closed if you need to, but as a safety precaution as well. Schweiss Doors, the leading manufacturer of hydraulic and bi-fold lift-strap
doors, has you covered on this. Schweiss has backup systems that come standard with your door and additional ones you may also consider. Hydraulic tractor fittings come standard on all Schweiss hydraulic doors. In addition to that, the Schweiss hydraulic door can be opened or closed with a DC Battery-Motorized back-up control station that operates with the press of a button. The new compact hydraulic unit is
also designed with a drill-driven back-up using a 7/16” hex head––just attach a socket to raise and lower your door at any time or from any position. Emergency door lowering can also be as simple as turning a screw on the pump. Your large moving door will close at a controlled, safe speed, no matter the situation or emergency. It’s that easy, no mess, no oil drains back into the tank. All Schweiss bi-fold doors have an
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electrical disconnect to allow manual operation by an emergency back-up system if power is lost. Bi-fold doors can be manually operated in the event of a power outage using an emergency backup hand crank, powered generator, battery powered drill, tractor-powered hydraulic coupler fittings or 12 Volt D.C. emergency back-up. Included is an electrical disconnect device to completely disable the door for service, maintenance and emergency back-up operations. This will prevent the motor from operating when manually operating the door. For years, Schweiss has been manufacturing only the highest quality doors, and we never fail to innovate new products in the door market. For more information on Schweiss Doors, go to www.schweissdoors.com or call us at 800/746-8273.
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KRIS RIEL’S LAUNCHES HIS NAVAL CAREER Stallion 51’s Mustang assistant crew chief, Kris Riel, was sworn into the U.S. Navy this month by AvDoc 51’s Dr. W.T. Busch. Dr. Busch is a retired Navy Captain who was a Naval Aviator and Flight surgeon from 1976 through 2005 before joining Stallion 51 as our Senior FAA Medical Examiner. Kris will continue on at Stallion 51 until he reports to Officer Candidate School in Newport, R.I. on Oct. 12 for his 12-week training
program before reporting to Pensacola Naval Air Station for flight training. Kris personifies a “local boy done good.” Kris graduated from Osceola High School in 2008 and worked part time at Fat Boys restaurant while attending Everglades University. Starting in 2011, his busy schedule did not deter him from volunteering at Stallion 51. His hard work and determination earned him a place on Stallion 51’s team working four
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STALLION 51
days a week while still working at Fat Boys and going to the university. Kris graduated with honors from Everglades University with a Bachelors of Science degree in Aviation Technology in Sept. of 2013. Even before graduation, Kris knew he wanted a career as a Naval Aviator and started the long and rigorous process of applying to the Navy’s OCS program.
AOPA’S LANDSBERG ANNOUNCES RETIREMENT Association Welcomes Two New Leaders to Key Roles One of general aviation’s most prominent safety advocates has announced his retirement after 22 years in leadership roles at the Aircraft Owners and Pilots Association (AOPA). As President of the AOPA Foundation and Executive Director of the AOPA Air Safety Institute, Bruce Landsberg has led the association’s fundraising, charitable, and safety efforts for 22 years. He will continue to serve in an advisory capacity. “We are grateful to Bruce for his years of unparalleled dedication to general aviation and are delighted that he has agreed to continue on as our senior safety advisor,” said AOPA President Mark
Baker. “We wish Bruce all the best as he begins a new chapter of his life.” Landsberg will assist with the transition as AOPA welcomes Jim Minow to head the AOPA Foundation and George Perry to lead the Air Safety Institute. Minow brings 30 years of development experience in the non-profit and charitable world. For the past nine years, he has served as chief development officer for Foundation Fighting Blindness. In that role, he oversaw the work of 50 chapters and was responsible for the foundation’s direct mail, planned giving, marketing, communications, media, Internet, and database departments. Prior
to that, he held key positions with Planned Parenthood, People for the American Way, and the Enterprise Foundation. Jim began flying when he was in college and currently owns a Beechcraft Sundowner. Perry, who has a diverse background in general aviation and military aviation, has spent the past year as director of fleet and special mission aircraft sales for Cirrus Aircraft. Prior to that, he completed a 20-year career in the U.S. Navy as an F-18E squadron commanding officer. During his naval career, Perry held numerous senior aviation safety leadership positions, which included: Director,
BANYAN AIR SERVICE (FXE) PARTNERS Banyan Air Service based at Fort Lauderdale Executive Airport (FXE) is pleased has announced their new partnership with Go Rentals. Go Rentals is an elite car rental service company with special emphasis on service. The company is also the only one specializing in the private jet industry since 1995. With their new location at the Fort Lauderdale Executive Airport (FXE), Go Rentals will provide luxury rental cars through the Banyan facility. Every vehicle is hand washed, sanitized and maintained like a personal car. This unique car rental experience has been available since Aug. 22, 2014. “Banyan Air Service strives to deliver excellence in everything we do. We are
proud to have a partner who shares the same drive and commitment as Banyan in providing the highest quality service to our customers,” said Director of Customer Support, Jon Tonko. “Go Rentals will become a great addition to our FBO family.” Go Rentals began as a small familyowned business, founded by brothers Kaye and Kavous Gitibin, with a niche in passenger vans. It quickly grew into the exclusive car rental company it is today. Now with locations in Arizona, California, Colorado, Nevada, Texas and service to over 40 airports and 19 different FBOs, Go Rentals will continue growing and strengthens with each new location. For more information about Go
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F-14 Tomcat fleet safety programs, Carrier Air Wing 3 and 7 safety director, and F-18E Super Hornet carrier pilot training manager. In addition to being an F-18 and F-14 pilot and instructor, he holds ATP, CFII, and MEI certificates. “We’ve found two very talented leaders to fill these roles,” said Baker. “We look forward to working with them as we continue to grow the charitable and safety missions of the AOPA Foundation and the Air Safety Institute.” Both Minow and Perry will begin transitioning into their new roles in September.
GO RENTALS
Rentals, visit www.gorentals.com. “Banyan will give us presence in the dynamic Florida business aviation market,” said Go Rentals CEO Kaye Gitibin. “This new location greatly enhances our East Coast footprint and will give business flyers another option in Florida.” Banyan Air Service was established in 1979 in Fort Lauderdale, Fla. The company has more than 30 years of experience serving the general aviation market, and its facility is a Federal Aviation Administration (FAA) and European Aviation Safety Administration (EASA) certified repair station. The company provides 24-hour Fixed Based Operation (FBO) services as well as heavy aircraft maintenance, full avionics capabilities
and turbine engine services. Banyan Air Service’s maintenance division has been recognized as an FAA Diamond Award recipient, and the company is consistently ranked by the industry as one of the country’s top FBOs. For more information, visit www.banyanair.com
Sell Your Airplane Fast with an In Flight USA Classified Ad. Turn to Page 56 for details or call (650) 358-9908 to use your Visa/MasterCard
In Flight USA Celebrating 31 Years
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September
Business & Rotor News
HONEYWELL PROPELS EMBRAER LEGACY 500 INTO SERVICE Customized technology from Honeywell sets a new standard for comfort in the midsize business jet market with the latest offerings for crew and passengers. A number of Honeywell Aerospace products contributed to the certification of Embraer's newest midsize jet, the Legacy 500, setting a new standard for comfort and reliability in business aviation. Aligned with Embraer's vision, Honeywell's technologies on the Legacy 500 are designed for the highest standards of customer comfort and come complete with the most advanced cabin and propulsion technologies. Honeywell provides the turbofan engines, auxiliary power unit (APU), Ovation Select Cabin Management System, cabin pressure control system and air conditioning system for Embraer's latest midsize jet. “The Legacy 500 offers a new level in comfortable business travel, and we've been fortunate enough to work with Embraer and its customers from the beginning to deliver a truly customized and modern flight experience,” said Benjamin Driggs, president, Honeywell Brazil. “The connectivity delivered by Ovation Select and reliability inherent in the HTF7500E engines and the new APU are going to make the Legacy 500 a productivity tool that customers won't want
to live without.” Honeywell's latest member of the HTF7000 engine family, the HTF7500E, was developed specifically for the Legacy 500 and offers the latest technology to reduce the Legacy 500's NOx emissions to 29 percent less than Committee on Aviation Environmental Protection standards. The HTF7000 series to date has flown two million flight hours with a dispatch reliability of greater than 99.9 percent. The Legacy 500's excellent cabin connectivity and in-flight entertainment help support productivity and enable passengers to control cabin temperature and televisions. “Honeywell's technology has helped the Legacy 500 redefine customer comfort,” said Luciano Castro, vice president of programs, Embraer Executive Jets. “The reliability of the engines and the capabilities of the cabin management and environmental control systems also set new standards for providing value to operators.”
Honeywell Products on the Legacy 500 The HTF7500E turbofan engine delivers an optimal balance of performance and value with low maintenance costs and high reliability for today's busi-
ness jet operators. The HTF7500E uses Honeywell's Single Annular Combustor for Emissions Reduction (SABER) technology to reduce the Legacy 500's NOx emissions to 29 percent less than Committee on Aviation Environmental Protection standards with ample margin for CO, unburne hydrocarbons and smoke emissions. The HTF7500E's efficient engine design further reduces CO2 emissions while lowering aircraft operating costs through reduced fuel consumption. The 36-150EMB APU and startergenerator are integrated systems that supply pneumatic and electric power for the aircraft while on the ground and in flight. Featuring a ported shroud design, the 36150EMB APU has10 percent more flow and pressure than previous models for faster, cooler starting of the main engine and runs at a lower load point to reduce fuel burn and improve reliability. The Ovation Select Cabin Management System provides passengers with state-of-the-art connectivity for work and leisure via their smart phone, tablet or installed remote controls. Through an intuitive interface that integrates high-definition screens, remote controls and other electronics developed for the ultimate passenger experience, Honeywell's Ovation
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Select enables passengers to stay informed and connected with their business operations while traveling. In addition to controlling the system's entertainment and productivity components, Ovation Select also puts lighting, seats, temperature, and galley controls at the passengers' fingertips. The air conditioning system, cabin pressure control system, supplemental cooling system, and ventilation system are all part of the integrated environmental control system (ECS). Through a holistic approach, Honeywell is able to provide a more comfortable experience for passengers by minimizing changes in the cabin environment and reducing the workload for the crew. The Honeywell ECS is the highest efficiency, lowest weight solution in the industry, providing the Legacy 500 with reduced fuel consumption. Read more about Honeywell systems for Embraer executive jets at www.honeywell.com.
HAI ACCEPTING SALUTE TO EXCELLENCE NOMINATIONS The Helicopter Association International (HAI) is accepting nominations for its prestigious 2015 Salute to Excellence Awards, effective immediately. The awards will be presented during HAI HELI-EXPO 2015 on Wednesday, March 4, 2015, in Orlando, Fla. Within vertical aviation are pilots, mechanics, safety professionals, and others who go above and beyond the call of duty in pursuit of the highest standards of professional excellence. Their dedication is an inspiration to the entire vertical lift industry. The Salute to Excellence Awards are an opportunity to recognize their outstanding achievement. To nominate someone for an award, visit www.rotor.org/salute and recognize a colleague or mentor for service to vertical aviation! Anyone may submit a nomination, and anyone may be nominated. The deadline to submit nominations is Friday, Oct. 3, 2014. Don’t let exemplary service go unrecognized; nominate an exceptional pilot, mechanic, CFI, or other vertical aviation professional!
September 2014
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Green News
FAA AWARDS ENVIRONMENTAL GRANT U.S. Transportation Secretary Anthony Foxx on recently announced a $331,653 Federal Aviation Administration (FAA) grant to Portland International Airport to reduce emissions and improve air quality by using alternative fuel vehicles at the airport through the FAA’s Voluntary Airport Low Emission (VALE) program. The grant will provide funds to purchase six compressed natural gas buses that transport airport passengers and employees from the terminal to parking and rental car facilities. This project is part of the airport’s program to minimize vehicle emissions within the airport footprint. “Today’s announcement supports President Obama’s efforts to reduce carbon pollution and increase the deployment of cleaner, alternative fuel technologies,”
said Secretary Foxx. “It complements broad efforts across the FAA to expand the development and use of new technologies for aviation fuels that will benefit human health and the environment.” VALE is designed to reduce sources of airport ground emissions in areas of marginal air quality. The FAA implemented the program in 2005 to help airport sponsors meet their air quality responsibilities under the Clean Air Act. Through VALE, airport sponsors can use Airport Improvement Program (AIP) funds and passenger facility charges to acquire lowemission vehicles, refueling and recharging stations, gate electrification, and other airport-related air quality improvements. “We applaud Portland International Airport’s efforts to become a better steward of the environment,” FAA Administrator
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PORTLAND
Michael P. Huerta said. “This project will allow the airport to realize immediate emission-reduction benefits for the airport and surrounding communities.” Through VALE, airports have reduced ozone emissions by approximately 466 tons per year, which is equivalent to removing 26,000 cars and trucks from the road annually. Since 2005, the FAA has funded 67 VALE projects at 34 airports, which represents a total investment of $167 million in clean airport technology. That amount includes $133 million in federal grants and $34 million in local airport matching funds. AIP provides more than $3 billion in annual funding for projects that are vital to maintaining the safety, capacity, and environmental stewardship of our nation’s airports. More than 3,300 air-
CESSNA PRODUCT LAUNCH REINFORCES COMMITMENT Cessna Aircraft Company, a subsidiary of Textron Aviation, Inc., a Textron Inc. company, recently confirmed at EAA AirVenture Oshkosh its ongoing commitment to developing alternate fuel solutions for the general aviation market with the launch of the Turbo Skyhawk® JT-A®, which will join the Turbo Skylane® JT-A as the latest diesel powered platform in its singleengine product line up. The company is displayed the Turbo Skyhawk JT-A at AirVenture. “We’ve been working for a few years now to find new, reliable alternate fuel solutions for the Cessna Skyhawk to meet changing environmental regulations, particularly in Europe, as well as the limited global supply of currently used 100 low-lead gasoline, and technology has led us to the Turbo Skyhawk JTA,” said Joe Hepburn, senior vice president, Piston Aircraft. “The recent advances and growing maturity in diesel engine technology in the aviation market now give us the means to satisfy a growing demand around the world.”
(Cessna Aircraft Company) The Skyhawk JT-A is fitted with a Continental CD-155 diesel engine and is expected to offer a number of benefits in addition to operating with more widely available JET-A fuel. Maximum range is 1,012 nm, a 58 percent increase above the standard Skyhawk, and maximum speed is increased to 131 knots while fuel burn is expected to see a 25 percent reduction. Textron Aviation plans to offer the
Turbo Skyhawk JT-A as a factory option beginning in 2015. The CD-155 is already certified by EASA for retrofit to newer Skyhawks under a supplemental type certificate. The push to find alternate fuel solutions for the general aviation market stems from a dwindling supply––and resulting higher prices––of leaded aviation fuel in some areas of the world, as well as emerg-
ports are eligible for AIP grants benefiting commercial passengers, cargo operations, and general aviation activities throughout the nation. The VALE program supports the objectives of the President’s Climate Action Plan. It builds on efforts to address climate change and support clean energy innovation, including historic investments in advanced vehicle and fuel technologies, public transit, and rail under the Recovery Act, as well as the ambitious new fuel economy standards put into place for cars and trucks, which the Administration has worked to develop since 2009 in collaboration with industry. For more information about the program, including a list of eligible airports and projects, go to the VALE web site: www.faa.gov/airports/environmental/vale
TO
DIESEL FUEL
ing regulations on leaded fuel and associated aircraft engine emissions. Cessna is an industry leader in making alternate fuel options available. Like the Turbo Skyhawk JT-A, the Turbo Skylane JT-A features the Garmin G1000 avionics suite but offers greater speed and useful load. FAA certification of the diesel-powered Turbo Skylane JT-A using the Safran-made SMA SR305-2301 engine is expected soon. Up to six Turbo Skylane JT-A marketing demonstrators will soon be stationed around the world, and deliveries of the first production models are ready to begin upon certification. The Turbo Skylane JT-A has a seating capacity for four and an estimated range at max cruise speed of 1,025 nautical miles. The certified ceiling will be 20,000 feet. The Garmin G1000 avionics suite is pilot-friendly and highly functional, bringing great levels of situational awareness to the cockpit. The engine diagnostics are shown on the primary and multi-function flight displays. Fuel capacity is 85 useful gallons with an estimated useful load of 1,000 pounds.
KC-46A GROUNDBREAKING CEREMONY MARKS GIANT STEP FORWARD FOR AIR REFUELING A new era in Air Force air-refueling capabilities took a giant step forward June 30. Shovels overturned the first piles of dirt during a groundbreaking ceremony for the new KC-46A Pegasus at
McConnell Air Force Base. The ceremony symbolized significant progress in the KC-46A program and that construction in preparation for the Pegasus' arrival has officially started.
The construction includes a two-bay corrosion control and fuel cell hangar, a three-bay general maintenance hangar, a one-bay general maintenance hangar and an aircraft-parking apron. Gen. Darren
McDew, Air Mobility Command commander; Brig. Gen. John Flournoy, Jr., 4th Air Force, Air Force Reserve Command commander; Col. Joel Continued on Page 54
In Flight USA Celebrating 31 Years
54
September 2014
ORION JET CENTER CHOOSES WORLD FUEL SERVICES NETWORK
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and Fort Lauderdale, the FBO’s location offers travelers an added level of convenience when visiting the Miami area for business or pleasure. “Orion Jet Center is excited to be partnering with Ascent and the World Fuel Services Network. As an independent FBO dedicated to providing industryleading service and facilities, we look forward to leveraging the reputation, expertise and network World Fuel [Services] offers its dealers,” said Orion Jet Center’s Director of Aviation Services, Marcy Jurkowitz. With its new Ascent global fuel branding and its membership in the World Fuel Services Network, Orion Jet Center has access to a comprehensive offering of business and general aviation programs and services designed specifically to aid in their ability to better serve their customers and to help foster their business’s continued success.
KC-46A Groundbreaking
CONTINENTAL
LYCOMING
World Fuel Services and Orion Jet Center recently announced that Orion Jet Center, located at Opa-Locka Executive Airport (KOPF) in Miami, Fla., has selected World Fuel Services Network and the Ascent global fuel brand as their supplier of fuel and branded programs. With this, Orion Jet Center becomes the latest FBO to be branded Ascent, a global fuel brand, which has been growing rapidly since its launch in 2012. Boasting one of the largest independent FBOs in the U.S., Orion Jet Center (www.orionjetcenter.com) offers its business aviation clientele a full range of premium customer and aircraft services and amenities, including fuel, 200,000 square feet of hangar storage, pilot’s lounge and flight planning facilities, U.S. Customs on site, rental cars, 24-hour gourmet catering, and preferred hotel arrangements. Just minutes from downtown Miami, South Beach, Bal Harbour
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Continued from Page 53 Jackson, 22nd Air Refueling Wing commander; and other distinguished visitors had the honor of shoveling the first clumps of earth. While the official party broke ground on the project, McDew acknowledged that the mission is really carried out by the McConnell community. “Air Refueling is vital to Rapid Global Mobility – the AMC Airmen that maintain, operate and support our tanker fleet put the 'global' in global reach, vigilance and power. The KC-46A Pegasus will ensure we can continue to provide our nation with this amazing capability. The success of our global air mobility enterprise depends on strong leaders, and this ceremony is about the men and women of McConnell boldly forging the future of our air refueling operations,” said McDew. “I have faith and trust they will exceed my expectations.” McConnell AFB will be the first active duty-led main operating base for the new KC-46A, which is part of a threephase effort to recapitalize the Air Force's tanker fleet. Jackson reflected on the current tanker's history.”Since 1971, McConnell has been the Air Force's pre-
mier tanker base flying the venerable KC135,” said Jackson. “In 1995, we became one of three Air Force super tanker wings, and would eventually become the largest tanker base in the Air Force.” McConnell will be the first base to bed down the Pegasus, expected in 2016. It has a larger refueling capacity, improved efficiency and increased capabilities for cargo and aero-medical evacuation. The new tanker will help to expand the Air Force's war fighting capabilities supporting the Navy, Army, Marine Corps as well as allied nation coalition forces and even other KC-46As. Along with the F-35A Joint Strike Fighter and the Long Range Bomber, development of the KC-46A is amongst the Air Force's top three acquisition priorities. While the Air Force is preparing a new generation of tankers, McConnell’s mission will stay the same – to deliver war-fighting capability today and tomorrow. “Be it the past or the future, our mission success has, and will always, depend on the men and women of Team McConnell,” said Jackson. “We are prepared and honored as a total force team to forge the future of aerial refueling with the arrival of the KC-46A fleet.”
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September 2014
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AKIA ELECTS NEW OFFICERS The Aircraft Kit Industry Association has elected new officers for the coming year. Jeremy Monnett will serve as President, Dick Van Grunsven has become Vice President, and John McBean is the new Secretary/Treasurer. The elections occurred during AKIA’s annual meeting. The group also listened to three speakers, starting with Mark Giron of the FAA. He brought up the FAA’s interest in improving transition training by simplifying the LODA process, which allows for training in homebuilt aircraft. This would allow builders an opportunity to purchase instruction in an aircraft that is identical or similar to the one they are ready to complete. FAA is also looking at allowing a second pilot to participate in Phase One flight testing of homebuilts to enhance safety. Since most homebuilt aircraft accidents occur within the first 10 hours, as a result of pilot error, the FAA believes a pilot qualified in type could be an invaluable asset in early flight testing. Charlie Becker, Director of Homebuilt Aircraft Activity at EAA, spoke about the organizations future plans for accommodating homebuilts at AirVenture. All of the AKIA members
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION
1971 Piper Cherokee 180F
1976 Cessna 150M
3500 TTSN, 525 SFRMAN, Digital IFR, NDH, Fresh Annual.........................$34,950
5528 TTSN, 1922 SMOH, 470 STOH, Very Nice Paint/Interior, Garmin XPDR, Digital NAV/COM. Fresh Annual ..............................................$19,950
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1967 Beechcraft V35 1914 TTSN, 200 SNEW Engine, A&E, NARCO IFR, A/P, Nice Original Paint and Interior,..$99,950
Jeremy Monnett, of Sonex Aircraft, will be heading up AKIA activities in the coming year. expressed strong support for EAA’s hosting of the One Week Wonder project at this year’s event. Paul Dye followed Becker, who expressed a desire to see more articles written for Kitplanes magazine by the industry leaders. For more information on AKIA, visit www.AKIA.aero.
TROY WOODLAND OF JUST AIRCRAFT RECEIVES EAA’S AUGUST RASPET AWARD Troy Woodland, a partner in the Just Aircraft Company, was selected by the EAA for the prestigious August Raspet Award in 2014. The award is given each year to an individual who has made a significant contribution to the field of light aircraft design. Woodland began designing in the 1990s, but it was his SuperSTOL that set him apart as he explored new technology in the design. Included in his latest effort are self-adjusting slats on the leading edge of the wings, Fowler flaps, hydraulic strut landing gear with more than 20 inches of stroke and a locking, shock-absorbing tail wheel. He is currently in the process of refining spoilers that deploy with the ailerons to increase roll response, especially at very slow speeds. The SuperSTOL also includes tundra tires to cushion landings at very high angles of attack. In receiving the award, Woodland follows others like Curtiss Pitts, Burt Rutan, Paul Poberezny, Ladislao Pazmaney, Dick VanGrunsven, and the Klapmeier brothers. “It took a while for
55
D
L SO 1977 Cessna 310R
1975 Cessna T210L
1864 TTSN A&E, NARCO IFR, A/P, Good Original Paint and Interior, NDH, ..$99,950
2268 TTS, 264 SFRMAN, GPS, A/P, Digital IFR, Original Paint, New Interior, Hangared CA Airplane.................................................$89,950
1980 Cessna 152
1963 Cessna 205
4000 TTSN. 2400 SMOH. New king digital IFR, Garmin Transponder, DME, NDH, new windows and plastic .......................$29,950
786 SFRMAN, 6000 TTSN, KMD-150 GPS, CA Airplane since new, ....................................$39,950
FILE PHOTO
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1982 Piper Warrior II 161
2008 Cessna 172SP Skyhawk
1945 SMOH, 8026 TTSN, Digital IFR, DME, NDH, Well Maintained ........$24,950
993 TTSN, G1000 Avionics, Leather Interior, One California Hangared Airplane Since New, NDH, Like New ........$219,950
D
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L SO Just Aircraft designer Troy Woodland has been honored by the EAA with the August Raspet Award. the meaning of the award to sink in,” said Woodland, “but then I realized that I’m joining a very exclusive club of honorees, and it is truly a humbling experience. It’s like the thrill of that first flight in the SuperSTOL.” Woodland previously designed the Escapade and Highlander, but he refers to the SuperSTOL as his “creative effort toward making airports optional”. For more information on Troy and Just Aircraft, visit JustAircraft.com.
L SO
1978 Piper Archer II 181
1979 Piper Warrior II 161
1020 SFRMAN, 6900 TTSN, King IFR, DME, A/P, Very Nice Original Paint, Recent Interior, NDH, .................................$39,950
1500 SFOH, 6200 TTSN, Digital IFR, Century 1 A/P, Nice Paint and Interior, NDH...............................................$29,950
Livermore Airport Vintage Aircraft Display Days Sept. 27-28, 2014 • 10 a.m. to 4 p.m. Come Enjoy Flying Machines of the Past! Vintage Aircraft Days also set for April, May, June, September, and October of 2015
Robert Coutches
(510) 783-2711
21015 Skywest Drive, Hayward, CA 94541
www.americanaircraft.net
In Flight USA Celebrating 31 Years
56
September 2014
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The most unique air racing event and aviation experience in the world ...
(Sagar Pathak)
(Unless noted, photos courtesy of National Championship Air Races/airrace.org)
(Patriot Jet Team)
Experience the “world’s fastest motorsport”
Visit www.airrace.org for the latest news.
In Flight USA Celebrating 31 Years
58
September 2014
AD INDEX Aero Tech ........................37
Assoc. Sales Tax..............59
Giottos..............................10
Schweiss Doors ..............44
Aerozona Parts ................44
Aviat ................................48
GRT Avionics ..................20
Stallion 51........................41
Aircraft Magneto Service44
Aviation Gifts by Wileman 44
Hartwig ..............................7
Sterling Air ......................13
Aircraft Specialties Service19
Aviation Insur. Resources 22
HME Watches..................30
Steve Weaver ..................46
Aircraft Spruce ................15
Baja Pirates ......................16
Jorgenson Lawrence..49, 58
Tiffin Air ..........................50
Aircraft Tool Supply........31
BEDE Aero South ..........37
JT Evans ............................4
TJ Aircraft Sales ..............23
Airport Shoppe ..............2, 3
Bob Hoover Air Center ..34
Just Aircraft......................20
Travel Air ........................31
Airtronics ........................25
Corona Air Venture ........26
Kitfox ..............................38
USA Aircraft Brokers......33
Alliance Intl. Aviation ....12
Corona Aircraft Engines 54
Lafferty Aircraft Sales ....11
Victory Girl......................17
American Aerobatics......10
Divorce For Men ............24
Liberty Bank....................33
Watsonville Fly-in ..........28
American Aircraft Sales 55
Dr. Susan Biegel..............14
Mountain High Oxygen ....7
Wisconsin Aviation..........47
AOPA ................................9
Durachart............................6
Old School Aviation ......45
Zanette AC Insurance........5
Apple Valley Airshow ....43
Fly It ..........................21, 60
Qref ..................................18
Arizona Soaring ..............52
Foster Flight ......................6
R&M Steele ....................14
Arizona Type Ratings......24
Gibson ..............................22
San Carlos Aviation ........12
“Still Specializing In First Time Buyers And Student Pilots Needs" Welcome back to School and Happy New Year to My Chosen Friends
D L SO 1973 Very Low time 182, Brand New Mags and Carburetor. Could be delivered with Fresh Annual.
1971 Cardinal RG, Great Panel, 75% New Interior, Very Recent Annual and possible terms! Great Commercial Trainer.
2004 G1000 182
1976 Arrow II. Great Numbers, Great Airplane.
LD O S 1971 Low Time 150L
1973 310 "Q" Always hangared and beautiful.
Unbelievable deal . . . 2000 Husky A-1B Priced Reduced, 125 TT and loaded.
JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT HOME OF WHAT’S UP?! AIRSHOW ENTERTAINMENT
Voted Best “After the Sale Customer Service” for the 18th Straight Year
A Stunning 1973 Arrow. Must be seen to appreciate it!
Located at the beautiful Palo Alto Airport (PAO) in the Baylands Recreational Area where aviation, golf, nature and good food live in harmony creating a comfortable and convenient setting to select a new airplane. South of San Francisco along the west side of the bay, north of San Jose.
Larry Shapiro • Larry@LarryShapiro.com • Or Call Us! 650-424-1801 For more information about these planes and others, Please Visit Our Web Site: www.LarryShapiro.com
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
Our guarantee:
8.25% and 10.25% of the purchase price of your aircraft. Throughout the company’s 30-year history of sales and use tax representa-
Pay no California sales or use tax.
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
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