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Calendar of Events

To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email 3rdavenue@embarqmail.com.

JULY

2—3 2—4

4 7—9 8—9 9

9 — 10

15 — 16 16

16 — 17

22 — 24

Q Tyler, TX: Thunder over Cedar Creek Lake Air Show, tocclairshow.com. Q Mansfield, OH: Mansfield Airport Day, 8 a.m. to 4 p.m., Mansfield Lahm Regional, (419) 522-2191, www.mansfieldairportday.com. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Traverse City, MI: National Cherry Festival Air Show, West Grand Traverse Bay, (231) 947-4230, www.cherryfestival.org. Q Dubuque, IA: Dubuque Air Show & Fireworks, various events/airshow Sun. 6-8:30 p.m., Dubuque Regional Airport, 10times.com. Q Addison, TX: Kaboom Town Air show, 7:30 p.m., Addison Airport, (972) 450-2848. Q Gig Harbor, WA: Gig Harbor Wings & Wheels, 11 a.m. to 4 p.m., Tacoma Narrows Airport, (253) 507-9357, freedomfair,com. Q Tacoma, WA: Fourth of July Freedom Fair, 1:30-3:30 p.m., over Commencement Bay, (253) 507-9357, www.freedomfair.com. Q Arlington, WA: Arlington Fly-In, Arlington Municipal Airport, (360) 435-5857, www.arlingtonflyin.org. Q Angola, IN: Angola Balloons Aloft, 7 a.m., Angola High School, www.angolaballoonsaloft.com. Q Truckee, CA: Truckee Tahoe AirShow & Family Festival, 9 a.m. to 4 p.m., Truckee Tahoe Airport, (530) 386-3100, www.truckeetahoeairshow.com. Q Erie, CO: Spirit of Flight Day, 10 a.m. to 4 p.m., Erie Municipal Airport, (303) 460-1156. Q Grangeville, ID: Warbird Weekend, Idaho County Airport, (208) 983-8302. Q Duluth, MN: Dulth Air & Aviation Expo, gates 9 a.m., Duluth Int’l. Airport, (218) 628-9996, duluthairshow.com. Q Gary, IN: Gary Air Show, park opens 9 a.m., Marquette Park, www.gary-airshow.com. Q Geneseo, NY: Nartional Warplane Museum Airshow, gates 7 a.m., Geneseo Airport, (585) 243-2100, nwmairshow.com. Q Garden Grove, CA: Assoc. of Naval Aviation Lunch w/guest G. Pat Macha, 11:30 a.m., Elks Lodge #1952, www.gpsana.org, (562) 547-0780. Q Montgomery, AL: Tuskegee Airmen Legacy Open House, 2 to 7 p.m., Montgomery ANGB, hotline (855) 887-5343. Q Pensacola Beach, FL: Pensacola Beach Air Show, noon, (800) 635-4803. Q Goshen, IN: Helicopter Fly-In/Airshow, gates 10 a.m., Goshen Municipal Airport, (574) 238-1000. Q Atchison, KS: Amelia Earhart Festival, downtown, various events/times. Q Everett, WA: Flying Heritage Collection Battle Britain Day, 10 a.m. to 5 p.m., Paine Field, (877) FHC-3404. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org. Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Farnborough, Hampshire, UK: Farnborough Int’l. Airshow, 9:30 a.m. to 5:30 p.m., Farnborough Int’l. Airport, www.farnborough.com. Q Eden Prairie, MN: Wings of the North AirExpo 2016, Sat. 5-10 p.m./ Sun. 9 a.m. to 4 p.m., Flying Cloud Airport, wotn.org. Q Swanton, OH: Toledo Air Show-180th Fighter Wing Open House, gates 9 a.m., Toledo Express Airport, (419) 243-8251, toledoairshow.com. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Napa, CA: Vintage Aircraft Display, 10 a.m. to 2 p.m., Napa Airport, (707) 944-9236. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., Gibbs Montgomery Executive Airport, (619) 301-2530. Q Janesville, WI: Heavy Bombers Weekend, 9 a.m. to 5 p.m., Southern Wisconsin Regional Airport, heavybombersweekend.splashthat.com. Q Sheboygan Falls, WI: Aivation Heritage Center of Wisconsin’s Great Air Clinic, Sheboygan Memorial Airport, (920) 467-2043, www.ahcw.org. Q Delta, BC: Boundary Bay Airshow, gates 11 a.m., Boundary Bay Airport, (604) 946-5361, www.boundarybayairshow.com. Q Enid, OK: Vance AFB Open House & Air Show, 9 a.m. to 6 p.m., www.vance.af.mil. Q Siren WI: Gandy Dancer Fly-In/Drive-In, Burnett County Airport, www.gandydancerflyindrivein.com. Q Kokomo, IN: Wings & Wheels, gates 8 a.m., Kokomo Municipal Airport, (765) 416-2777, www.kokomowingsandwheels.net.

Continued on Page 7

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By Ed Downs

AN INTERVIEW

his month, In Flight USA had the pleasure of interviewing the dynamic father-son duo, Bud and Ross Granley. Known as the “Bud Granley Family Airshows,” both Bud, and son Ross, became expert aerobatic pilots while serving in the Royal Canadian Air Force (RCAF) and later switched to civilian life as pilots for United Airlines. Bud initially acquired the Yak 52, a two-place Russian trainer, and later purchased the world-class, single place, Yak 55 aerobatic airplane for show use. Ross located the unique 4/5 place Yak 18T while visiting Moscow. While seemingly quite dissimilar, these two Russian airplanes are flown in both solo and formation flight routines that astound those of us who live for exciting airshow performances. In Flight is pleased to offer you an opportunity to learn about this great father/son team and share in some inside information regarding the very real, and sometimes dangerous, world of close formation aerobatics. For more information, visit budgranleyairshows.com. In Flight USA: What were the circumstances that caused the two of you to come together as a team?

WITH

BUD

AND

In Flight USA Celebrating 30 Years

Bud Granley: My dad was the first pilot in my hometown of Mayerthorpe, Alberta. I didn’t know this until a Tiger Moth flew over town and landed on my Uncle Ellis’s farm. My brothers and I all ran out there to see the plane and… there was my dad piloting the plane… I always wanted to fly with my dad or my brothers. The first opportunity was after I left the RCAF, where I was a Harvard (AT-6) demonstration pilot, joined UAL, and was asked to fly an airshow in a civilian Harvard and Curtis P-40. I ended up with a couple of Yak-52s… then a couple of kids helped out… It turns out that being an airshow pilot requires so much help from the marriage partnership. In our case, six of our kids are involved in aviation because mom, Carol, made it happen. Ross Granley: For me, it started with leaving the RCAF. I had a deal with my wife, which allowed that should I get hired by the airlines, then we would move to where the “toys” were, I would buy her a house, and I would be allowed to pursue airshow flying using dad’s airplane until I got my own. So pretty much right away, I started flying dad’s Yak 52 and 55. She got her house the next year, and dad and I started working up the dual Yak routine using those two airplanes. Continued on Page 9

ROSS GRANLEY

July 2016

(Photo courtesy Bud Granley Family Airshows)

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TABLE Volume 32, Number 11

CONTENTS July 2016

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ON THE COVER COVER STORY

FEATURE STORY

DAYTON AIRSHOW

AIRSHOW PROS BUD AND ROSS GRANLEY

BY MIKE HEILMAN & JOE GUST

Page 33

Interview begins on Page 4

Cover Photo Courtesy Bud Granley Family Airshows

NEWS

COLUMNS

Industry Groups Praise $500 Rebate for ADS-B Out ................8 Leaders Recognize GA’s Lift for Michigan ................................11 Regulations Create New Biz Opps for Use of Drones ..............18 GAMA/Build A Plane Winners Off to Build Glasair ..................19 AOPA Photo Contest Winners Announced ................................20 Years Of EAA Advocacy Yields Hangar Use Improvements ....22 AirVenture: More Flying Than Ever at OSH 16 ..........................26 WWI Centennial Brings Biplanes, Triplanes to AirVenture ......27 Boeing’s 100th Anniversary To Be Celebrated at OSH 16........28 AOPA & EAA Statement on Thrid Class Medical Reform ........35 Dynamic Lineup of Speakers Set for U.S. Sport Expo..............36 Planes of Fame Special Presentation: WWI Early Aircraft ......38 NASA Hybrid Electric Research Plane ......................................41 Gavilan College Aviation Program Has New Home ..................46 AOPA Wins Top Award for Workplace Wellness ........................47

FEATURES

Flying Into Writing: Amazing Contrast

Editorial: Support Your Local Lobbyist By Ed Downs ..................................................................6

Contrails: Fokker’s Over West Virginia

One Six Right Takes Its Place in Pantheon of Great Documentaries By Mark Rhodes ............................................................13 No Limits: Airman Pushes Past near Death Experience By Sean Kimmons, USAF News Service ..........................24 A Fictional Aviation Action Story By Annamarie Buonocore ..............................................34 Newsflash from NBAA at Van Nuys By Bert Botta ................................................................42

By Eric McCarthy ..............16 By Steve Weaver ................17 The Homebuilder’s Workshop: Serious Cross-Country By Ed Wischmeyer ............25 Flying With Faber: Willow Run Airport By Stuart J. Faber ..............29 Safe Landings: Pursuit and Presumption of Balance......40 The Pylon Place: Pylon Racing Seminar 2016 By Marilyn Dash ................45

DEPARTMENTS Calendar of Events ..........................................................3 Classifieds ......................................................................48 Index of Advertisers ......................................................50

In Memory: Tom Wathen..............Page 48

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In Flight USA Celebrating 30 Years

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Editorial

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July 2016

By Ed Downs

eriously, support lobbyists? You mean like the cartoon dudes made famous by the likes of political cartoonist, Tom Nast, often portrayed as fat, ugly, and bombastic, with money sticking out of their pockets, ready to buy favors and influence? You mean that kind of lobbyist? Well, yes, depending on whom you are talking about… but let me back up just a bit and explain where this thought is coming from. First, a disclaimer: These are the opinions of this writer, and as such, are written in the first person. Please do not get mad at the good folks who publish this great magazine. If this editorial opinion sparks your need to respond, please go to www.inflight usa.com, scroll to the end of this editorial, and utilize our interface options to add your thoughts. You will be reading this editorial in the July issue of In Flight USA, an important month in this country’s history. Three important events take place in the last weeks of July 2016. The first event is one that we all enjoy. It is very relevant to our passion for flying and fully supports the diversity of GA businesses and aviation interests. This is, of course, EAA AirVenture, 2016. The two other “end of July” events are the Democratic and Republican Presidential Conventions, being held to select the next leader of this great nation and develop policy platforms that will take us into the future. Did I just hear a united “groan” take place? I agree, according to current poles, well over half of voters (both Democrats and Republicans) do not like the presidential options being offered. I can almost guarantee that no policies of substance will come out of the conventions unless they fit in a tweet or a 90-second slot on cable news. To be sure, the future of aviation is not a high priority. Our country is probably in for the nastiest, most vulgar, nonproductive, and meaningless presidential campaign in history, as the “inside the beltway power base” struggles to maintain power that is independent of voter desires and Constitutional law. High-paid PR experts will write speeches, and policy statements will be expertly crafted to appeal to voters divided into dozens of ethnic and demographic voting categories. Sadly, we are a nation divided. By now, you may be wondering what this has to do with your flying interests. Actually, quite a lot, as the new President will run the Executive branch of the government, and the Executive

branch runs the hundreds of government agencies that seek to control our daily lives. For us aviators, that agency is obviously the FAA. However, one might be surprised to know that the TSA, EPA, and OSHA also have direct authority over private (and for that matter, airline ops), flying, and the GA industry. Add in special concerns that belong to the likes of the FBI, ATF, plus others that even this writer does not know about, and our passion for flying is truly being challenged. As it stands now, one of the presumed presidential candidates might help reduce this overburden of government control, but meaningful policy statements have not been forthcoming. The other presumed candidate will almost certainly expand the authority of almost all agencies answering to the Executive office. Neither political convention is likely to address any issues that affect our aviation needs (or any other needs) in a meaningful manner. We cannot expect much better from those running for the Senate or House, as “newbies” that are now saying the right words will find themselves thrown into a “good old boy” seniority system that relegates newcomers to low positions in non-essential subcommittees with little ability to affect change, no matter how well meaning the local politician might be. Wow, that was a negative paragraph! Isn’t there anything we can do to get democracy back into the process? Of course, we do have apathy back to reason and common sense. It is called, “support your local lobbyist.” To be more specific, support the special interest group that represents your views. Again, this sounds like an evil thing to do, but the groups I am talking about are the likes of AOPA and the EAA. Actually, there are hundreds of “alphabet organizations” with offices in the DC area that represent all forms of special interests. These can range from the big buck financial institutions to those who like to barbeque in their backyards. For aviation, associations like the NBAA, GAMA, LAMA, ICAS, ATA, HAI, and AEA come to mind, in addition to AOPA and EAA. I will not bore the reader with full name callouts for these groups (use your search engine), but I have worked with all of them in the past up to the present. In fact, this writer spent more than four years of his nearly 35 years in the aerospace and airline industry as a representative for a major airline with a prestigious airline alphabet group, considered one of Washington DC’s most effective special Continued on Page 12

July 2016

www.inflightusa.com

Calendar of Events Continued from Page 3 23 — 24

25 — 31 29 — 31 30

30 — 31

Q Sioux City, SD: “Power on the Prairie,” 8:30 a.m. to 5 p.m., Sioux Falls Regional Airport, (805) 687-0158, www.siouxfallsairshow.com. Q Oshkosh, WI: EAA AirVenture, Wittman Regional Airport, (920) 426-4818, www.airventuremuseum.org. Q Pasco, WA: Tri-City Water Follies-Over the River Airshow, 8 a.m., Columbia Park, www.waterfollies.com. Q Gilroy, CA: Great Gilroy Garlic Fly-In, 9 a.m. to 6 p.m., San Martin Airport, (408) 430-6177, gilroygarlicfestival.com. Q Everett, WA: Flying Heritage Collection “SkyFair” Air & Ground Show, 10 a.m. to 5 p.m., Paine Field, (877) FHC-3404. Q Anchorage, AK: Arctic Thunder Air Show, gates 9 a.m., Elmendorf AFB, www.alaskaairshow.org. Q Bellevue, NE: Defenders of Freedom Air Show, 9 a.m. to 5:30 p.m., Offutt AFB, offuttairshow.com. Q Texada Island, BC: Fly-In, 9 a.m. to 3 p.m., Gillies Bay Airfield, texada.org.

AUGUST

5—7

6—7

12 — 14

13 — 14

17 19 — 20 20

20 — 21

27 — 28

Q Hillsboro, OR: Oregon Int’l. Air Show, gates Fri. 6 p.m./Sat. & Sun. 9 a.m., Hillsboro Airport, oregonairshow.com. Q Seattle, WA: Boeing Seafair Air Show, Fri.-Sat. 8:30 a.m. to 6 p.m./ Sun. 7:30 a.m. to 6 pm., Genesee Park/Lake Washington, www.seafair.com. Q Edmonton, Alberta: Edmonton Airshow, 10 a.m. to 6 p.m., Villeneuve Airport, www.edmontonairshow.com. Q Rockland, ME: Wings & Wheels Spectacular, 9 a.m. to 3 p.m., Owls Head Museum, owlshead.org. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Abbotsford, BC: Abbotsford Int’l. Airshow, Fri. 3:30-7:30 p.m./Sat. & Sun. 9 a.m. to 6 p.m., Abbotsford Int’l. Airport, www.abbotsfordairshow.com. Q West Milford, NJ: Greenwood Lake Airport Air Show, Fri. 4-10 p.m./Sat. & Sun. 10 a.m. to 5 p.m., (973) 728-7721, www.greenwoodlakeairshow.com. Q Everett, WA: Flying Heritage Collection Luftwaffe Day, 10 a.m. to 5 p.m., Paine Field, (877) FHC-3404. Q Halls, TN: Wings over Halls Air Show, Arnold Field, (731) 836-7400. Q Minot, ND: Northern Neighbors Day, gates 9 a.m., Minot AFB, (701) 723-6212, www.minot.af.mil. Q Erie, CO: Erie Air Fair, 10 a.m. to 4 p.m., Erie Municipal Airport, www.erieairfair.com. Q Bowling Green, OH: Wood County Air Fair, 8 a.m. to 4 p.m., Wood County Regional Airport, www.woodcountyairport.us. Q Burlington, VT: Wings over Vermont, park opens 9 a.m., Burlington Waterfront Park, wingsoververmont.org. Q West Jordan, UT: Vintage Aviation Museum’s Warbirds over Utah, South Valley Regional Airport, (503) 569-4387. Q Atlantic City, NJ: Thunder over the Boardwalk, airshow 10:40 a.m., Atlantic City Beachfront, airshow.acchamber.com. Q Conneaut, OH: D-Day-WWII Reenactment, begins 9 a.m., Conneaut Township Park, www.ddayohio.us. Q Powell, WY: Park County Wings ’n Wheels, 7 a.m., Powell Municipal Airport, www.pcwingsnwheels.com. Q Wiscasset, ME: Maine Aeronautics Assoc.’s Open House & Fly-In, Wiscasset Municipal Airport, (207) 350-2122, www.maineaeronautics.org. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org. Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Chicago, IL: Chicago Air & Water Show, 10 a.m. to 3 p.m., Lake Michigan North Avenue Beach, www.cityofchicago.org. Q Ypsilanti, MI: Thunder over Michigan, Willow Run Airport, www.yankeeairmuseum.org. Q Camarillo, CA: Wings over Camarillo Air Show, gates 9 a.m., Camarillo Airport, (805) 419-3530, wingsovercamarillo.com. Q Toughkenamon, PA: Festival of Flight Air & Car Show, gates 9 a.m., New Garden Flying Field, (610) 268-2619, www.newgardenflyingfield.com. Q Excelsior Springs, MO: Jesse James Outlaw Airshow, gates 9 a.m., Midwest National Air Center, www.jessejamesoutlawairshow.com. Q New Brunswick, Canada: Atlantic Canada Int’l. Air Show, gates 10 a.m., Miramichi Airport, (855) 465-2725, www.airshowatlantic.ca. Q Chilliwack, BC: Chilliwack Flight Fest Airshow, Sat. twilight show/Sun. airshow, Chilliwack Airport, www.chilliwackairshow.ca. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Napa, CA: Vintage Aircraft Display, 10 a.m. to 2 p.m., Napa Airport, (707) 944-9236. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., Gibbs Montgomery Executive Airport, (619) 301-2530. Q St. Joseph, MO: Sound of Speed Open House & Airshow, gates 11 a.m., Rosecrans Memorial Airport, www.stjairshow.com.

More than 40 AOPA scholarships can make flight training easier Learning to fly is a challenging proposition. It takes time, commitment, and, let’s face it, money. But if you or someone you know has the drive and passion to become a pilot, AOPA wants to help cover the cost. That’s why this year AOPA will award more than 40 scholarships worth more than $156,000 to help would-be pilots live their dreams. We’ll award the scholarships through three different programs, each with its own guidelines and requirements. The AOPA Foundation scholarships range in value from $2,500 to $12,000 and are open to AOPA members, aged 16 and up who hold a student pilot certificate but have not yet passed an FAA practical test. The deadline to apply is July 7. The You Can Fly High School Aviation Scholarship program will award 20 flight training scholarships to students aged 15 to 18 with a GPA of at least 2.75. You don’t have to be an AOPA member to apply, but you do need to complete the application process by Sept. 30. And the AOPA AV8RS program will award up to four scholarships to deserving teens aged 13 to 18. To be eligible, you must be a member of AV8RS, a free AOPA membership program just for teens. And unlike other scholarships, these don’t have to be used for flight training. They can be used to help pursue a range of aviation goals, from earning an aviation degree to attending an aviation camp. The deadline to apply is also Sept. 30. You already know that getting people flying and keeping them flying is a priority for AOPA and for me. Scholarships are just one of the many ways we’re working to do that. If you meet the eligibility requirements, I encourage you to apply for one or more of our scholarships. And if you know someone who wants to learn to fly, encourage them to apply. All the details are available on YouCanFly.AOPA.org/scholarships. We’d love to help you turn your aviation dreams into reality.

Mark R. Baker President & CEO, AOPA

*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HɈLJ[ `V\Y Å`PUN NV [V www.aopa.org [VKH`

WHY WE FLY

In Flight USA Celebrating 30 Years

By Mark Baker

President and CEO AOPA ou may have grown tired of hearing this, but it’s true – the very best thing we can do to support general aviation is to get out there and fly. Some of us just don’t fly often enough – life has a nasty habit of getting in the way if we let it. And some of us fly a lot, but we’re so busy getting where we’re going that we forget to slow down and enjoy the view. Whichever type of pilot you are, there’s an easy way to remind yourself of why we fly, by going out an enjoying an adventure you couldn’t or wouldn’t have

with your feet on the ground. A few weeks ago, I took such a flight. I rounded up a few colleagues for a little after-work trip to Kent Island in the Chesapeake Bay. If we had driven in rush hour traffic, the trip would have taken us at least two hours each way. And let’s face it, that’s just not an option on a typical Thursday night. Instead, our group of five airplanes took a leisurely flight on a cloudless evening. We made great time as we flew above a long line of red taillights and commuters stuck in traffic and struggling to get home. Instead of staring grimly at the car in front of us, we were enjoying

extraordinary views of lush farm fields, Baltimore’s landmarks, and the waters of the Chesapeake Bay sparkling in the early evening sunlight. One by one we arrived at Kentmorr Airpark, a beautifully maintained, 2,400foot grass strip with hangar homes lining one side of the runway. It was a short walk to Kentmorr Restaurant, a family-friendly waterfront spot specializing in all the good things fishermen pull from the Bay. After a relaxing dinner filled with hangar talk and laughs, we climbed back into our airplanes and headed home, arriving back at Frederick Municipal long before dark. Gathering in the hangar after

July 2016

our flight, we were all smiles. This, we remembered, is why we fly. Every state has its share of great little airports like Kentmorr – places where the locals are welcoming, the food is good, or there’s easy access to nearby attractions. This flying season, I encourage you to get out and discover some of these gems. Better yet, take some friends along. Gather a group of airplanes and invite some rusty pilots or non-pilots to join you. You’ll not only remember why you fly, you might also ignite the spark that leads someone else to join, or rejoin, our community of pilots.

INDUSTRY GROUPS PRAISE FAA’S REBATE INCENTIVE FOR GENERAL AVIATION AIRCRAFT OWNERS TO EQUIP WITH ADS-B OUT AVIONICS 20,000 Rebates Available on First-Come, First-Served Basis for One Year

A group of general aviation leaders applauded the Federal Aviation Administration’s announcement of a $500 rebate incentive for general aviation aircraft owners who equip their U.S.-registered, fixed-wing, single-engine piston aircraft with required ADS-B Out avionics technology. The announcement was made this month by U.S. Transportation Secretary Anthony Foxx, FAA Administrator Michael Huerta and FAA Deputy Administrator Mike Whitaker. Automatic Dependent SurveillanceBroadcast (ADS-B) is a foundational technology for the FAA’s NextGen program that modernizes the air traffic control system in the United States. It is comprised with a suite of technologies and procedures that will transform aircraft surveillance by using satellite-based positioning. The FAA published a final rule in May 2010 mandating that aircraft flying in certain controlled airspace be equipped with ADS-B Out by Jan. 1, 2020. That airspace is generally the same busy airspace where transponders are required. Aircraft that fly only in uncontrolled airspace where no transponders are required, and aircraft without electrical systems such as balloons and gliders are

exempt from the mandate. According to the FAA, it will announce the effective date soon, and the $500 rebate will help offset an owner’s cost to equip U.S.-registered, fixed-wing, single-engine piston aircraft with avionics that comply with FAA technical standard orders and meet the rule requirements. The FAA is not offering rebates for software upgrades for aircraft already equipped, for new aircraft, or for aircraft for which the FAA already has paid or committed to upgrade. The FAA will be able to distribute 20,000 rebates––one rebate per aircraft owner. The FAA is encouraging owners of fixed-wing, single-engine piston aircraft to apply as soon as the program is launched this fall because the rebates are available on a first-come, first-served basis for one year, or until all 20,000 rebates are claimed, whichever comes first. The FAA estimates that as many as 160,000 aircraft need to be equipped by the deadline. The Aircraft Electronics Association (AEA) will assist the FAA in the program’s administrative process by issuing the $500 rebates to qualifying aircraft owners. More information about the rebate program is available at www.faa.gov/nextgen/equipadsb and

www.faa.gov/nextgen/equipadsb/rebate. “I applaud the FAA for creating a rebate incentive program to help aircraft owners meet the Jan. 1, 2020, mandate,” said AEA President Paula Derks. “With competitive prices across the board for equipment and a $500 rebate for a limited time for up to 20,000 purchases, we anticipate the installation pace for eligible equipment will pick up dramatically in the next several months. The avionics repair shop industry in the U.S. has less than 43 months remaining to equip the entire general aviation fleet of more than 100,000 aircraft with ADS-B Out avionics equipment. Aircraft owners who wait to equip will most likely face scheduling pressure and higher installation costs as we get closer to the deadline. The FAA’s rebate incentive will help aircraft owners become compliant sooner rather than later.” “We are pleased that the FAA is offering a rebate program to provide some relief for aircraft owners who install ADS-B Out equipment, and we hope the general aviation community will take full advantage of this opportunity,” said Aircraft Owners and Pilots Association (AOPA) President Mark Baker. “The cost to equip has been a sig-

nificant sticking point for many GA aircraft owners as they try to meet the FAA's 2020 mandate. By helping to defray that cost, this program could make a difference for aircraft owners who want to continue to have access to the airspace they use today.” “GAMA is very pleased that the FAA is offering this $500 rebate to accelerate equipage rates and facilitate increasing numbers of operators to garner the safety benefits of ADS-B technology,” General Aviation Manufacturers Association (GAMA) President and CEO Pete Bunce said. “By equipping their aircraft with ADS-B, operators will have access to enhanced surveillance––a critical safety feature as more and more Unmanned Aircraft Systems share the skies with GA pilots. Additionally, ADSB technology offers pilots greater situational awareness, as well as free in-cockpit traffic and weather. While the numerous benefits of ADS-B technology are crystal clear to the thousands of operators who have already equipped, we hope this incentive will encourage others who have been waiting to install ADS-B equipment to act as soon as possible.”

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Bud and Ross Granley

Continued from Page 4 IF: Are there plans to include any other flying members of the family in the team, or do others already help? BG: I have a couple of daughters, Debbie and Stacey, that I’d love to have join me. Debbie made her first solo in the Yak-52. RG: I have a son, Gregory, who has his pilot’s license and is building his commercial time. I know that he would love to and so would I, but it will be tough for him to get his formation skills in place, not coming from a military background. IF: Did you buy the Yaks at the same time, or did the purchase of one Yak lead to the purchase of the other? BG: I had seen a Yak-50 (single place, tailwheel, acro-plane with retractable gear) fly at an airshow in Canada. Bill Reesman was the owner and pilot. I was very impressed. Someone then mentioned seeing an ad for a Yak-52 (two place tandem, tri-gear trainer and acro-plane with retractable gear/ED) in England. I checked it out with a phone call on Sunday, went to England on Monday, flew and bought the 52 on Tuesday. It was sort of an impulse, no doubt influenced by the fact that I had just flown the plane with the British and European aerobatic champion, Mark Jeffories. My first Yak-55 (world class acro-pane with tailwheel and fixed gear/ED) flying experience was when an owner offered to let me fly his plane. I entered into a marginal business deal with him, but came out of it with my present aircraft. I had seen a Russian woman pilot fly an airshow in the Yak-55 at Paine Field, Washington, and knew this was the right plane for me. It had arrived there in a Russian transport plane. RG: The Yak 18T (four/five place utility plane with retractable tri-gear, fully aerobatic) was my first purchase. I had been looking for a family airplane that could also offer some fun flying. Yak 18T fit the bill. A friend of ours was helping a Russian import a Yak 18T. I flew that plane several times and confirmed it was plane I was looking for, just not that particular one. Eventually, I got to Moscow with another friend and the same Russian who had imported the Yak 18T I had previously flown. We spent a couple weeks looking around and meeting people. I found the Yak-18T I now own at a field in southwest Moscow, flew it, and bought it. IF: Why the Yaks versus other acroplanes on the market? BG: I got lucky when someone offered me a chance to fly a Yak. I sent my kids up in a 52. It was just the luck of the market and availability of talented

(Photo courtesy Bud Granley Family Airshows)

kids around me. RG: Hands down the family model. Having spent time in the other Yaks, I knew they were solid aircraft with great engines. They are comparatively cheap and easy to maintain, but the family model clinched it for me for several reasons, not the least of which was its uniqueness in the airshow circuit. Not everyone should have a speedy fast tumbling bird. IF: How dissimilar is the performance of the two Yaks? BG: Once you get over the difference in size, from your perspective, formation flying with another airplane is not a big deal. We aren’t working with maximum performance while in formation, and the planes can do about the same gentle loops and rolls. Solo demos show the difference in agility, but they are both amazingly able craft. RG: Looking only at weight and size, you might think “no way.” We have to accommodate each other’s weaknesses and strengths. Once you work through the intellectual exercise of where in a loop or roll those differences appear the greatest, it’s easy to brief how to manage power, G, and roll rates. These accommodations are often different when you’re on the wing as opposed to leading. IF: What special considerations must be made, given the dissimilarities between the two planes? BG: The Yak-18T is faster and accelerates downhill much faster. The 55 is a slug, but both planes need help from the leader with power adjustments several times during a roll or loop. RG: The Yak-18T is heavier than the Yak-55, so the 18T gains speed faster and goes faster once the nose is pointed down. The reverse is true going up. When perfuming a loop, the light Yak-55 can accelerate into the vertical faster, but the stubby wing on the 55 loads up quicker once G’s are added, and it actually slows down. So, if I’m on dad’s wing in Continued on Page 10

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In Flight USA Celebrating 30 Years

July 2016

Bud and Ross Granley

Continued from Page 9 a loop, as soon as the G’s build up, dad has to add power. It doesn’t seem obvious, I know. But, if he doesn’t, he slows, and I have to take power off. When we are approaching the vertical, with Dad’s 55 being lighter, he starts to pull away, and my power having been back, now has to catch up. If I miss it by a touch, I’m now at full power before we hit the top and start to stretch. Then I have to pull way inside his circle to stay there. It’s much better for his power to come up when he pulls and then drop off as his nose approaches vertical. We really have to think our way through every maneuver. IF: What kind of communication takes place during the formation program? BG: Not too much. We can do the act without radios and mostly just one of us saying something like “loop, roll, Cuban, or coming up.” We have some passes with each leader doing three maneuvers in one pass. We are slow and don’t pass the show line quickly. RG: It’s normally pretty simple. Too much is confusing. We’re calling the maneuver and rolling, pulling, and powering up if in the lead. On the wing, “power” means, “give me some.” If we have to make adjustments due to wind or show line orientation or a busted maneuver, that’s when we communicate the most, but even then it’s done with brevity. IF: Does one pilot fly as lead, or does lead shift, depending upon the maneuver? BG: We don’t have a leader throughout. We have maneuvers that change leads. We both understand that the leader has to be generous and courteous to the wingman. RG: As it works in our show, we both lead at different times, and we both fly the wing at different times. And, we’ll often make those changes in the middle of maneuvers. Because of our roll rate differences, it makes more sense to have me lead with the Yak 18T on aggressive rolling maneuvers because the Yak 55 has a higher roll rate, enabling dad to catch up or to stay in position. IF: How many “Gs” do you typically pull during the routine? BG: Our average for loops in formation is three or so. Ross in solo does about five. When I do a solo, I do about five and a half and -2.6 for outside tumbles. It is not very demanding. RG: G’s make a maneuver, but this also kills energy. We use just enough to do the first and not have to spend a lot of time regaining our energy. This is especially important at high altitude airshows. IF: What maximum speed is

(Photo courtesy Bud Granley Family Airshows)

reached during the performance? BG: That would be solo stuff. For me in the 55, I do a little over 320 km, again, below 200 mph. Ross can go faster, about 350 km or 210 mph plus. We are a really slow team… Most of our formation work is below 180 mph, even for loops. Higher speeds mean more altitude loss. RG: My max is 350 km (210 mph). I’ll try to get there for my vertical eight, but 300 km (180 mph) works for that too. In our formation stuff, we shoot for 250 km (160 mph). Higher is good, slower works, but it is tough. IF: With so much attention given to the formation work, how do you keep track of the acro-box? BG: Acro boxes can be crazy. Looking down at the airfield after a multi-tumble and noticing that the airport had three runways and eight taxiways is a problem. There is no perfect solution. Sometimes the simple things to look for would be a parking lot, a mountain, or something that you can focus on quickly. RG: Most of that is done in the brief. And while on the field lines are the most important, I look for visual cues in the distance, which I can use. Sometimes they’re just off field. In other cases, they are a couple miles away. When we brief, we walk along the show line, talking about these things as well. IF: Are any special considerations given to density altitude issues, like a show in Arlington versus a program in Denver? BG: We do most of our practice at high-density altitude. Power and energy management is crucial. RG: Hands down, this is the highest priority on our list of things to consider. We talk about, practice, preach, and brief this and how it will affect our show more than most anything else. IF: Is special attention given to maintenance? How hard is it to find parts for the Russian planes? Continued on page 12

U.S. SENATOR PETERS AND INDUSTRY LEADERS RECOGNIZE HOW GENERAL AVIATION IS LIFTING MICHIGAN

July 2016

U.S. Senator Gary Peters (D-MI) joined the General Aviation Manufacturers Association (GAMA) and industry leaders this month at a rally celebrating general aviation’s significant economic impact in Michigan. Leaders from Avfuel Corporation, Duncan Aviation, L-3 Communications, and Williams International made remarks at the rally, held at Duncan Aviation’s Battle Creek facility. The event was GAMA’s 15th rally celebrating general aviation’s economic contributions in the United States since 2009. “General aviation supports thousands of Michigan jobs, attracts economic investment, and impacts the lives of millions of Americans everyday,” said Senator Peters. “An expanding aviation industry in Michigan brings an opportunity to build a skilled workforce that can compete with aviation manufacturers across the world, and with hardworking Michiganders at the helm, the future of general aviation will continue to be bright.” “Our impact goes much further than the jobs we directly support,” said Aaron Hilkemann, President and CEO of Duncan Aviation. “Our aviation business also supports a lot of good jobs in our communities.

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Because most of our customers come from a great distance, they often stay in local hotels, rent cars, eat in our local restaurants, and spend money in our stores.” “What a pleasure to speak at the Michigan GA Jobs Rally to talk about our great industry and about Avfuel specifically,” noted Avfuel Corporation President and CEO Craig Sincock. “At Avfuel we like to say we’re not in the business of simply selling fuel and services; we’re in the business of connecting people, companies, cultures, and governments from around the world.” A PricewaterhouseCoopers study released in 2015 showed that general aviation in Michigan supports more than 23,000 jobs and more than $4 billion in economic output annually. “In a global aerospace industry of very large public corporations, Williams is a small, private Michigan company that has had an outsized impact on the world,” said Matt Huff, Vice President for Business Development at Williams International. Stuart Mullan, President of L-3 Aviation Products, added, “The innovations made over the last 10 to 20 years have been significant and are the reason we have a viable GA manufacturing

community today. Clearly, we must continue investing in technology to enable similar innovation in the future. That future is only constrained by our ideas.” “General aviation in Michigan is wonderfully diverse, from maintenance, repair, and overhaul facilities to avionics

and engine manufacturers as well as their suppliers,” GAMA President and CEO Pete Bunce said. “Our rally was a fantastic way to join with hundreds of general aviation employees, students, and other aviation enthusiasts to celebrate how general aviation is lifting Michigan.” 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, .........................................................................................................Larry Nazimek, Joe Gonzalez, Columnists ....................................Steve Weaver, Stuart Faber, Larry Shapiro, Ed Wischmeyer, ..................................................................................................................Marilyn Dash, Ed Downs, Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 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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In Flight USA Celebrating 30 Years

July 2016

Editorial: Your Local Lobbyist Continued from Page 6 interest organizations. I lived in DC, rode the metro everyday, and worked just two blocks away from the West Wing. I participated on five operational committees, negotiated with both House and Senate committees and subcommittees, testified in congressional hearings, and wrote federal law. To be fair, this was during the Reagan Administration, a political environment famed for getting things done. Take it from a person who was an “insider.” The political environment today is only a rotting remnant of what I experienced. So, was I one of these cartoon representations of the fat cat lobbyist? Sadly, I never had pockets full of money… maybe I could have kept a few bucks! To be sure, those political cartoon characters do exist, as evidenced by the financial collapse of 2008. Historically, the most questionable special interest groups come from the

military/industrial consortiums and public (local and federal government) employee unions, but other examples do exist. Politicians will lambast special interest groups that oppose their policies but lavish praise on those special interest groups that support them. Certainly, the NRA is a good example of such a love/hate relationship. Actually, the challenges faced by AOPA are surprisingly similar to those faced by the NRA, but that is a story best left to a blog, not this magazine. What about aviation’s special interest groups? Are they the good guys? Let me share some thoughts that come from experience. We all know that congressional actions and FARs control much of what we can do with our flying machines. But organizations like AOPA know that the real bad things that adversely affect us often comes from regContinued on Page 14

Bud and Ross Granley Continued from Page 10 BG: We need to know about our planes. We look and listen, but if it’s working, we don’t mess with it. Training a trained mechanic how to do the simple things is work. We work under supervision and always appreciate a discriminating eye. RG: Our planes are working planes first. We spend a lot of time end effort inspecting and repairing if necessary. Fortunately, the planes rarely break, maybe because of this, extra parts can be easy to find but take longer to get. IF: How much time do you spend practicing the routine? BG: We do not spend that much time on the technique. We find that we both fit in with basic formation and loops, but this is a reminder of how we, as leaders, have to help each other with power around the maneuvers. The Yak55 is as good as some things are slow. The 18 is faster. They both need a generous formation leader, and we change leads often during our performance. RG: The basics are there, so when we practice, it’s about remembering how to help each other succeed and be safe. IF: What about safety? The loss of the French Connection, Jimmy Franklin, and Bobby Younkin provided a grim reminder that your act can be dangerous. While a negative subject, how do you minimize risk? BG: I’ll answer this question first… Fear is my best friend! So many good days have been ruined by disaster. Why do

we do this? Because we can, and we are good at it, but that does not erase the risk. We have to be so aware of the danger all of the time and still be able to breathe and work out a flexible routine. Don’t do this kind of flying with anyone that you don’t trust. Mistakes and corrections are a part of what we do in life. We try to make it so we don’t have to debrief much about anything, except a little help in helping each other around the maneuvers. RG: We are fortunate to have been able to do this, both of us together and individually, for a long time. We have lost dear friends, and we have witnessed losses. Why does it happen? There are probably as many reasons as losses, but we can learn from them. I have a great fear of being that person. It drives me to consider the dangers, the natural ones to the motivating ones causing errors in judgement, commission, and omission. We talk about it, we encourage discussion with others about it, and we do our best to listen to that little bird on our shoulders. In the end, what we do is a show. We do it for ourselves, yes, but we must always be aware that we are in fact doing it for others... to enjoy, to motivate, and to encourage... and how we do this will affect them. In Flight USA thanks Bud and Ross for their frank responses to our questions. There is a lot to be learned from pros like Bud and Ross, and we hope each reader will take home a bit of information that will improve their professionalism as pilots.

ONE SIX RIGHT TAKES ITS PLACE IN THE PANTHEON OF GREAT AVIATION DOCUMENTARIES

July 2016

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1981 BEECH F33A One Six Right celebrates the connection of the general aviation airport, community, and pilot.

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he quote “The Airport Runway is the Most Important Main Street in any Town” begins the Documentary One Six Right: The Romance of Flying (Anniversary Edition) (Terwilliger Productions). It occupies a niche mini masterpiece of documentary film and aviation history. The film’s general subject is the history, ordeals, and basic contemporary state of the community airport and the pilot’s who frequent them. One Six Right focuses on one particular airport; Southern California’s venerable Van Nuys Airport, which is considered the busiest General Aviation airport in the U.S. The film has built a bit of a cult following, as pilots and aviation enthusiasts rave about how well the film communicates the romance and thrill of private aviation while working hard to dispel some of the misconceptions, large and small, relating to the operation and purpose of the 21st century general aviation airport. The film is a riposte to the idea that private and general aviation airports create excessive noise pollution and are populated by “one percenters” who give private aviation an aura of elitism. It does make a strong case that the general aviation airport is the key to a healthy aviation culture in the U.S. and is crucial to international commerce and “ground zero” for training the next generation of pilots. The original film was released in late 2005 and gave much acclaim to Director/Producer, Brian J. Terwilliger. The film sold more than 10,000 units during its first two weeks of release, and Mr. Terwilliger even made the cover of The Hollywood Reporter as a documentary filmmaker to watch. The filmmaker also took the fairly unusual step of retaining distribution rights thereby becoming a

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model of savvy independent film making and marketing. The film also broke ground by being the first documentary, aviation, and independent film shot in a high definition (HD) format. It is no overstatement to say that the film’s aerial sequences are breathtaking and benefit greatly from Terwilliger’s decision to shoot the film in HD. There are many soaring shots of planes of all stripes taking off, landing, soaring, banking, and despite the volume of these shots, they consistently amaze. The anniversary edition here has more than 20 separate special features, including The Making of One Six Right: Model Airplanes (where some of the film’s subjects reflect on their experiences with model planes) and deleted scenes. Despite the focus on the Van Nuys Airport, the film manages to strike a more universal cord in the scheme of all things aviation related. The film has grown into a kind of instrument of advocacy to help bring attention to the up-to-the-minute difficulties faced by the general aviation industry, which has caused there to be a rapid decline of local airports (some Continued on Page 14

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Editorial: Your Local Lobbyist Continued from Page 12 ulatory documents that originate inside the FAA, like Advisory Circulars, Notices, and Orders, none of which are required to go through a Notice of Proposed Rule Making (NPRM) process that includes full disclosure and public comment. Each FAA region can also take a local cut on internal policies, enforcing questionable “rules” with no thought given to due process or a procedure in place to appeal decisions often made by only one person. These are the details of government about which most citizens know little, but of which the pros in our “alphabet groups” are keenly aware. Alphabet groups form internal committees (often staffed by industry volunteers) that can specialize in areas of concern, fighting on behalf of their membership, when needed. Your Senator and/or Congressman may say they support your views, but they often lack the technical expertise to understand how a law affects your personal flying or aviation business. I was surprised at how many times I worked with congressional staff because they wanted to “get it right” and not just make a “breaking news” headline for a TV news segment with some statement that addressed an important issue incorrectly. Yes, I did work with elected folks who did want to “get it right” and met bureaucrats that truly tried to do a good job. The alphabet groups also know the nature of the bureaucracy they face. Executive agencies are often formed out of legitimate need but soon grow into

One Six Right

Continued from Page 13 reports indicate that a general aviation airport closes on average once a week in the U.S.). And, as the film points out, once an airport is closed that is it; the land gets recycled. Despite the somewhat worrisome concerns of the film, somehow Terwilliger manages to strike an optimistic tone. The main reason for this is the way he manages to connect the dots historically with regard to the past and present of aviation often using visual editing and prompts to draw parallels between historic and present day aviation. General Aviation has always had ups and downs but has managed historically to adapt to economic and other pressures (such as when California airports generated extra revenue renting to the studios for films such as Casablanca). Also, the subjects interviewed, a couple of whom are famous (deceased director, Sydney Pollack, and actor, Lorenzo

monsters that no one anticipates. The employees of a government bureaucracy are just regular folks who expect high pay, good working conditions, growth opportunity, upward mobility, and a retirement option. In private industry, these desires are met by producing a product or service of value, which, in turn, results in funds being availiable to accomplish these reasonable desires. However, government bureaucracies seldom produce any form of product; they enforce rules. Therefore, growth of a bureaucracy is often dependent upon creating more rules. Laws, certification standards, licensing requirements, procedural policies or creation of dependent classes of citizens all require more staff and budget to manage. With each presidential election cycle, leadership of these huge bureaucracies is given out as political rewards, with each political appointee wanting to claim even further expansion. Often out of control, even the best-intended bureaucracy can turn into the VA Hospital system. It should be noted that the abuses of our veterans became known because of the work of veterans special interest groups. Some agencies have become so large and powerful that neither the White House nor Congress can control them. Apparently, our politicians have never seen any of the Jurassic Park movies, wherein someone keeps thinking that creating a T-Rex is a good idea. Our alphabet organizations know all of the above and track governmental overreach on a daily basis. Their websites Continued on Page 22 Lamas, both of whom earned pilot’s licenses) have such a passion and understanding of the importance of aviation in the fabric of not only modern life but in the fabric of a community. This passion is encouraging and helps maintain the proper tone of cautious optimism. The film has a relaxed feel, and there are many interesting footnotes inserted here and there, including the development of remote controlled airplanes, the development of the corporate jet, and how Marilyn Monroe working in a California hangar helped launch her into show business. Mainly, however, One Six Right provides a great service to the cause of General Aviation, educating the general public about the necessity and purpose and relevancy of these community-based airports. For more on the film, see www.onesixright.com

July 2016

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In Flight USA Celebrating 30 Years

July 2016

AMAZING CONTRAST

Flying into Writing By Eric McCarthy

recently had the opportunity to fly with a good friend, Rich, in his beautifully maintained C-172. Our flight was to take us from Imperial County Airport (KIPL) to our home base, McClellan-Palomar (KCRQ). The contrast in terrain and weather along our route could not have been greater. Imperial sits 54-feet below sea level in the middle of a vast agricultural area south of the Salton Sea, and even though we departed before noon, with clear skies, it was already hot. Departing from IPL, we skirted El Centro Naval Air Facility’s airspace (KNJK) and joined V458 westbound to the KUMBA intersection, where V458 turns northwest bound to the Julian VOR (JLI). Just a few miles west of El Centro, the terrain changes dramatically from the miles and miles of lush greens and dormant browns of agricultural fields, to desolate gray desert, punctuated sporadically with cactus and hardy low bushes. The terrain starts to rise significantly as well, with peaks more than 6,000 feet, just 40 miles west of below-sea-level Imperial Valley. It’s a long climb to 8,500 feet, the altitude we’ll need to comfortably clear Julian on our westerly heading. We reach our cruising altitude somewhere near Agua Caliente Springs Airport (L54), which appears, from 8,500 feet, to be a well-maintained airport in the middle of the Anza-Borrego Desert State Park. It is completely devoid of aircraft and any other signs of life, but remoteness is part of the appeal of this area. Mount Laguna looms nearby, and somewhere below are the namesake natural hot springs that draw visitors. We’re still over desert at this point, but the mountains just to the west and in front of us are beginning to show signs of forestation. By the time we reach Julian, the mountains have been clothed in trees; there are still areas where there are no trees––hillside meadows and grazing land for animals––but we’ve definitely left the desert, and we’re back in familiar territory. Looking west we can now see the marine layer that covers our destination. Earlier in the day, I had seen the blanket of clouds hovering over the last crest of the mountains before they plunged to the desert floor, windmill blades slicing through the thin cloud cover to the sunshine above. The clouds have receded considerably at this point but still linger over the coastal plain. A check of the ATIS at Palomar reveals that the ceiling is 1,700 feet with

Descending through the San Pasqual Valley. (Rich Lee)

light winds and visibility of 10 miles, plenty for us to continue VFR. As we descend from Julian, we can see that the clouds have pushed a little further west at the San Pasqual Valley formed by the Santa Ysabel Creek just north of Ramona Airport (KRNM). Conveniently, the valley will allow us extra time and distance to descend below the cloud deck. We’re still in CAVU conditions as we contact Ramona tower to transition their airspace, and it isn’t until we exit the valley over the San Diego Wild Animal Park that we reach the clouds. Descending continuously since passing Julian, we pass under the overcast and turn toward Escondido. We call Palomar tower for our landing instructions, and we we’re told to remain south of the approach course to runway 24 and report Lake San Marcos. With both the airport and the lake in sight from 10-plus miles away, this is an easy VFR approach, resulting in an uneventful arrival. In a short, on the one-hour flight, covering about 100 miles, we went from below sea level, lush agricultural lands, and hot, dry sunshine, through the barren gray desert landscape over the forested coastal mountain range, and down into the cool overcast of the densely populated coastal plain. There are amazing contrasts here in southern California.

I Don’t Do ‘Harrowing’

As a postscript to that flight, along the way, Rich had taken a couple of photos and posted one to Facebook with the coastal cloud deck off the nose (above). In his post, he mentioned that we “had to do some scud running to get home”–a bit of an exaggeration. Well, this prompted one of my friends back east to comment about “…what may have been a harrowing flight.” Just to set the record straight, while we had to transition from clear skies to a relatively low overcast, we Continued on Page 20

July 2016

FOKKER’S OVER WEST VIRGINIA

Contrails

by Steve Weaver

www.inflightusa.com

he Red Baron didn’t fly them, but a little known fact is that the Fokker Aircraft Company had a factory in Glen Dale, West Virginia from the late ‘20s to about 1934, which produced the Fokker Tri Motor made famous by the Byrd Expedition. After World War I, Anthony H. G. Fokker (1890-1939), the famous Dutch aircraft designer whose fighter planes were the scourge of Allied airmen throughout the War, also designed and built a series of successful civilian airliners during the 1920s. One of his two American assembly plants was established in 1928 in Glen Dale, Marshel County in the Northern Panhandle of West Virginia. An adjacent grass landing strip, now named Fokker Field and still used for local sports flying, was the site of Fokker test flights. At its peak, the Fokker plant employed 500 people from Glen Dale, Moundsville, and from the nearby Wheeling area. Fokker’s best-known airliner, used by airlines throughout the world, was the high-wing Tri Motor F-10A manufactured at Glen Dale. In October 1927, Ohio Valley newspapers announced in bold headlines that a million dollar airplane project was to give employment to 1,000 at Glen Dale. Expectations were raised that Marshall and Ohio counties would become as mighty as Detroit or Akron. Sustained by the world-class reputation and marketability of the Fokker product, Wheeling interests enthusiastically gathered $100,000 to secure the option. Moundsville business leaders quickly got behind the capital investment program advanced by Evan G. Roberts, raising $80,000 in nine days. When combined with a $70,000 bond issue, the investors had the $260,000 necessary to build the plant. Ground was broken for the new plant in January 1928. By early spring, the concrete floor was poured, the brick walls were nearly finished, and the contractor was installing the huge factory windows under which assembly teams would soon begin their labors. Anthony Fokker visited the construction site frequently to supervise the work. On Dec. 13, 1928, Marshall County saw Fokker’s first West Virginia-built airplane embark on its maiden voyage. It was piloted by Captain Grisson E. Haynes, chief test pilot for Fokker, accompanied by H. G. Snyder, an engineering inspector employed by Pan American Airways, purchaser of the air-

craft. Teams of men pushed open the accordion-style doors at the northern end of the factory, and the plane was towed into the daylight. Ignition of the three engines produced a distinctive oscillating sound from the combined output of 1,275 horsepower. Designated as the Fokker F-10, the stately airship was entirely handcrafted and was designed to carry 12 passengers in the comfort of “a private flying salon.” According to Bayard Young, an aviation historian and former employee of Fokker’s Marshall County operation, “With the exception of the engines, wheels, tires, and instruments, all parts of the planes were made in the Glen Dale plant.” Employed as a woodworker in the wing assembly department, Young relates that the huge wing of the Fokker F-10 airplane was constructed entirely of wood. Sheets of plywood of graduated thickness were glued together and wrapped around “spars,” lute-shaped ribs in the hollow core of the wing. Skilled laborers sculpted the airfoil using woodworking planes to carve out a dihedral angle, “sloping upward from the center.” The precision of this work was measured at 1/32 of an inch. The wings were bolted to the fuselage, and the outboard engines were bolted to maple block sections built into the plywood wing. The F-10 aircraft utilized three Pratt and Whitney, 450hp Wasp engines calculated to achieve a cruising speed of 125mph at 4,000 feet. The fuel load of 900 gallons provided a range of 600 miles in 4.75 hours at 60 gallons per hour per engine. In his biography, The Flying Dutchman, Anthony Fokker states that he favored wood for the wings because it was easier for a pilot or mechanic to repair regardless of where the plane might be required to land. A wood wing can be repaired quickly whereas a metal one may entail many days of delay. Throughout 1929, the plant produced one airplane every 12 days on average. According to accounts in the local press, orders for new aircraft were steady. At any given time, there were no less than 10 planes on back-order with anticipated sales of one hundred F-10’s annually. The primary customers were Universal Aviation, Pan American Airways, Western Air Express, and Transcontinental Air Transport, the latter two merging to form TWA. Numerous aircraft for the U.S. Army were also manufactured at Glen Dale, representing a

variety of designs, including double and triple motored pursuit planes. A series of spectacular successes in 1927 and 1928 added substantially to the confidence of local investors. Commander Richard Byrd piloted the Fokker Tri Motor, Josephine Ford, on a 1,360mile trek over the North Pole, proving the reliability of the design. Byrd’s 1927 transatlantic flight in the Fokker America added to the image of speed and safety. In 1928, the Pacific Ocean was conquered in an Army Fokker C-2 flying between Oakland and Oahu; a Seattle pilot named Kingsford-Smith embarked on a flight around the world in the Fokker Southern Cross, and Amelia Earhart became the first woman to fly the Atlantic in her Fokker Tri Motor, Friendship. As the Fokker reputation for reliability grew stronger, other competitors such as Boeing, Douglas, Curtis, and Ford were forced, through competition, to advance the field of aviation still further. Fokker’s influence was like a lightning rod. He drew attention to the potential of commercial passenger airliners through the development of the F-10. With a steady supply of orders, officials at the Glen Dale plant voiced plans for an expansion. The airfield was also undergoing some changes as the parcel of land separating Fokker Field and Langin Field was being cleared to create a milelong runway. Unfortunately, the halcyon days of 1929 were short lived. The lamentable demise of the entire manufacturing sector of American industry in the 1930s nipped Fokker’s dreams in the bud. In the final analysis, 58 passenger airliners plus numerous Army aircraft were produced at the Glen Dale plant, feeding the appetite of an emerging industry struggling to develop new technologies. The announcement that the Glen Dale facility would close came on September 30, 1931 after a valiant attempt to stay solvent. The reasons for its decline are two-fold, but the stock market crash of October 1929 was the primary factor in the loss of West Virginia’s first airplane company. Fokker stock, like all other industries, tumbled and fell. Fokker’s value slid from $54 before the crash, to $22 by year’s end. A backlog of orders sustained the Glen Dale operation throughout 1930, but “temporary layoffs” in 1931 led to suspension of activities after General Aviation Corporation bought Fokker Aircraft and moved the manufacturing

equipment and skilled workers from Glen Dale to Baltimore. The promise of an aviation center, the million-dollar payroll, and the hopes of many investors were eclipsed by the spreading plague of economic collapse. The death of Notre Dame’s renowned football coach, Knute Rockne, while riding in a Fokker F-10 may have signaled the end of an era of the F-10 in particular and of wood-winged passenger aircraft in general. The March 31, 1931 crash that killed everyone aboard including Rockne, was blamed on the plane’s design, and Fokker sales plummeted. In that accident, the main wing separated from the fuselage of the aircraft. Later analysis found that the pilot attempted to raise the nose of the aircraft too quickly when he encountered the poorly understood phenomenon of wind sheer. In the immediate aftermath of the tragedy, however, Fokker’s competitors, including Henry Ford, seized upon the national feeling of shock and dismay to erode Fokker’s reputation and lay blame on his construction techniques. Even before investigators had determined the cause of the accident, Ford testified in hearings on Capitol Hill against composite construction airplanes. An advocate of all-metal aircraft, he argued that the time had come for the government to focus its support on all-metal airplanes such as those made by his company. Fokker closed its Glen Dale operations in 1934, and the building was sold to the Louis Marx Toy Company. Their world famous toys were produced there for many years. The grass runway is still maintained, and as a visitor taxies in, he will get a glimpse of the past when he sees the sign “Fokker Aircraft,” faintly remaining on the outside of the main building.

REGULATIONS WILL CREATE NEW OPPORTUNITIES FOR BUSINESS GOVERNMENT TO USE DRONES

In Flight USA Celebrating 30 Years

The Department of Transportation’s Federal Aviation Administration has finalized the first operational rules for routine commercial use of small, unmanned aircraft systems (UAS or “drones”), opening pathways towards fully integrating UAS into the nation’s airspace. These new regulations work to harness new innovations safely, to spur

job growth, advance critical scientific research, and save lives. “We are part of a new era in aviation, and the potential for unmanned aircraft will make it safer and easier to do certain jobs, gather information, and deploy disaster relief,” said U.S. Transportation Secretary Anthony Foxx. “We look forward to working with the aviation com-

munity to support innovation, while maintaining our standards as the safest and most complex airspace in the world.” According to industry estimates, the rule could generate more than $82 billion for the U.S. economy and create more than 100,000 new jobs over the next 10 years. The new rule, which takes effect in

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July 2016

late August, offers safety regulations for unmanned aircraft drones weighing less than 55 pounds that are conducting nonhobbyist operations. The rule’s provisions are designed to minimize risks to other aircraft and people and property on the ground. The regulations require pilots to keep an unmanned aircraft within visual line of sight. Operations are allowed during daylight and during twilight if the drone has anti-collision lights. The new regulations also address height and speed restrictions and other operational limits such as prohibiting flights over unprotected people on the ground who aren’t directly participating in the UAS operation. The FAA is offering a process to waive some restrictions if an operator proves the proposed flight will be conducted safely under a waiver. The FAA will make an online portal available to apply for these waivers in the months ahead. “With this new rule, we are taking a careful and deliberate approach that balances the need to deploy this new technology with the FAA’s mission to protect public safety,” said FAA Administrator Michael Huerta. “But this is just our first step. We’re already working on additional rules that will expand the range of operations.” Under the final rule, the person actually flying a drone must be at least 16 years old and have a remote pilot certificate with a small UAS rating, or be directly supervised by someone with such a certificate. To qualify for a remote pilot certificate, an individual must either pass an initial aeronautical knowledge test at an FAAapproved knowledge-testing center or have an existing non-student Part 61 pilot certificate. If qualifying under the latter provision, a pilot must have completed a flight review in the previous 24 months and must take a UAS online training course provided by the FAA. The TSA will conduct a security background check of all remote pilot applications prior to issuance of a certificate. Operators are responsible for ensuring a drone is safe before flying, but the FAA is not requiring small UAS to comply with current agency airworthiness standards or aircraft certification. Instead, the remote pilot will simply have to perform a preflight visual and operational check of the small UAS to ensure that safety-pertinent systems are functioning Continued on Page 19

GAMA/BUILD A PLANE AVIATION DESIGN CHALLENGE WINNERS START BUILDING GLASAIR SPORTSMAN

July 2016

Students Derrick Cleaves, Logan Feltz, Austin Krause, and Natasha Stemwedel, teacher Mike Hansen, and chaperone Jerry Graf – the winners of the GAMA/Build A Plane 2016 Aviation Design Challenge – will spend the next two weeks building a Glasair Sportsman airplane at Glasair Aviation in Arlington, Wash., as their prize. The team from Weyauwega-Fremont High School in Weyauwega, Wisc. won the all-expensespaid trip to assemble the Sportsman as part of the fourth annual Science, Technology, Engineering, and Mathematics (STEM) competition. The airplane’s owner, Dennis Willows; his daughter, Grace; and grandsons, Angus and Ian, will work alongside the students to build the airplane. In addi-

Drone Use

Continued from Page 18 properly. This includes checking the communications link between the control station and the UAS. Although the new rule does not specifically deal with privacy issues in the use of drones, and the FAA does not regulate how UAS gather data on people or property, the FAA is acting to address privacy considerations in this area. The FAA strongly encourages all UAS pilots to check local and state laws before gathering information through remote sensing technology or photography. As part of a privacy education campaign, the agency will provide all drone users with recommended privacy guidelines as part of the UAS registration process and through the FAA’s B4UFly mobile app. The FAA also will educate all commercial drone pilots on privacy during their pilot certification process, and will issue new guidance to local and state governments on drone privacy issues. The FAA’s effort builds on the privacy “best practices” the National Telecommunications and Information Administration published last month as the result of a yearlong outreach initiative with privacy advocates and industry. Part 107 will not apply to model aircraft. Model aircraft operators must continue to satisfy all the criteria specified in Section 336 of Public Law 112-95 (which will now be codified in Part 101), including the stipulation they be operated only for hobby or recreational purposes. Visit the website www.faa.gov/uas for more information and to read various PDFs and manuals associated with the new law.

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tion, GAMA President and CEO Pete Bunce, former Jeppesen CEO Mark Van Tine, and other staff from GAMA and Jeppesen will help oversee construction of the airplane, led by Glasair Aviation staff. The Sportsman is a kit airplane that can be assembled in two weeks through Glasair’s “Two Weeks to Taxi” program. Photos and videos throughout the two-

week build will be posted on GAMA’s Facebook and LinkedIn pages. “Building the Sportsman with our Aviation Design Challenge winners is one of the highlights of the year for me personally and for the GAMA staff,” GAMA President and CEO Pete Bunce said. “Over the past four years, it’s been an incredible experience to watch how

very talented and enthusiastic young students develop their skills and increase their confidence in just two weeks as they build an airplane.” He added, “The general aviation manufacturing industry – which includes manufacturers, engineers, pilots, mechanics, and many others – is facing a Continued on Page 20

AOPA ANNOUNCES WINNERS

The Aircraft Owners and Pilots Association (AOPA) announced the winners of this year’s AOPA Photo Contest, sponsored by Faro Aviation. AOPA received more than 750 entries for three categories. AOPA Photographer Chris Rose, Senior Art Director Jill Benton, and Editor Ian J. Twombly selected the finalists, and online voters determined the winners. Winners will each receive a Faro G3 Carbon Fiber Headset with Bluetooth and an AOPA Case Logic Compu-Backpack, which is available in the AOPA Pilot Gear store online. Jeff Titterington of Florida took his photo, Yellow Hot Rod, to win the “aircraft” category. The airplane is the Granville brothers’ Gee Bee Z City of Springfield, which is in the Fantasy of Flight museum in Polk City, Fla. (now closed to the public). W. Scott Olsen, of Fargo, N. Dak., a frequent contributing writer to AOPA Pilot and Flight Training magazines, won the “people” category with his photograph, Prairie Crosswind, of Jacey Mitziga in 40-knot winds on the northern prairie at Fargo’s Hector Field.

In Flight USA Celebrating 30 Years

Yellow Hot Rod by Jeff Titterington.

Prairie Crosswind by W. Scott Olsen. (Courtesy AOPA)

PHOTO CONTEST

(Courtesy AOPA)

Steve Taylor of Boeing will provide the students with a tour of Boeing’s facility in Everett, Wash., as well as the Museum of Flight in Seattle. “This is always great fun for us,” Glasair Aviation President Nigel Mott said. “Everyone at Glasair Aviation looks forward to sharing what we can about building great airplanes with students who are excited and eager to learn. Who knows? If we do well, some may return to Glasair in time as engineers, A&P mechanics, or composite techs – maybe even company president!” The competition attracted 76 entries from high schools in 31 U.S. states plus

Flying Into Writing

Continued from Page 16

evaluated the reported weather and determined that we would be able to conduct our flight safely in VFR conditions. Both Rich and I are instrument rated pilots––I’m not current, but Rich is, so if we had felt the need, we would have requested an IFR clearance and flown the ILS into Palomar. As I related, that was not necessary; Palomar was reporting conditions well above VFR minimums, and we enjoyed an unexciting flight to

the airport beneath the clouds––just the way we like it!

Have I Got a Deal for You!

A few weeks ago, one of my Civil Air Patrol colleagues asked if I would fly with him as safety pilot while he did his IFR currency flying. Jerry’s a multi-thousand hour CFII and I always like to be able to “look over the shoulder” of proficient pilots to learn their approaches to

Paul Morel of Georgia, a former Delta Airlines pilot, took his photo, Waiting for Weather to Pass, of Glen Gladis’ 1942 Stearman with his Nikon D90 55mm lens to win the “places” category. “I used high dynamic range (HDR) to give the photo more vibrant color and details,” he said. It garnered the most votes in the online voting. AOPA Photo Contest honorable mentions go to Mike Young for his photograph Are We Home Yet? of puppies on board and Patty Veenstra Reyes for a toddler in a headset, Cleared for Takeoff, in the “people” category; Kevin Young for Campers Take Cover and David F. Clemmer for Grassroots GA in the “places” category; and Richard Jones for Proteus and Mike Mulligan for Preparing to Launch in the “aircraft” category. Read AOPA’s story at www.aopa.org to see the winning pictures.

Waiting for the Weather to Pass by Paul Morel. (Courtesy AOPA)

GAMA/Build a Plane Aviation Design Challenge Continued from Page 19 shortage of skilled employees in the coming years as a large segment of our current workforce approaches retirement. The Aviation Design Challenge, made possible by our tremendous sponsors, is an important way to share with young people the many career options that exist in aviation and encourage them to consider a position in our industry. We’re pleased to share the experience of general aviation manufacturing with this year’s deserving winners.” GAMA member companies are sponsoring the team’s travel, lodging, and meals. Former GAMA Chairman

July 2016

Washington, DC. The schools used “Fly to Learn” curricula and training, including software powered by X-Plane, to learn the basics of aerodynamic engineering. They then applied those principles to modify and fly a virtual Cessna 172SP from one airport to another, delivering a maximum payload in the least amount of time while burning the lowest amount of fuel. Judges from GAMA’s engineering team selected the winning school based on their score from the software, a summary of modifications each team made to the virtual airplane, a checklist of steps involved in the demonstration flight, and three videos submitted throughout the

competition, culminating in the students sharing what they learned. Companies sponsoring the build include BBA Aviation, Bose Corporation, Embraer, Garmin International, GE Aviation, Glasair Aviation, Gulfstream Aerospace Corporation, Hartzell Propeller Inc., Jeppesen, Jet Aviation, Lycoming Engines, Rockwell Collins, Textron Aviation, and Wipaire Inc. To learn more about the organizations involved in the competition and build, visit www.GAMA.aero, www.buildaplane.org, www.FlytoLearn .com, and GlasairAviation.com.

flying, so of course I said yes. In return, he offered to buy me lunch––I should have suspected something right then. Don’t get me wrong, it was a good lunch, and I would have gone along regardless, but little did I know that he was going to spend a whopping dollar on me! I mean, I felt special––up until then! Seriously, this is a deal pilots all over the southland should take advantage of: Million Air is offering pilots flying into their FBO lunch for a dollar at the terminal’s Jet-a-

way Cafe at March Air Reserve Base (KRIV)––can’t beat that! Jerry belongs to, and teaches at, the March Aero Club, and he’d brought me on base before for a flight, but I didn’t realize that general aviation was allowed at the Air Reserve Base. In fact, I thought I’d heard of practice ILS approaches always terminating with a missed approach because GA wasn’t allowed to touch down on the military field. Apparently, I Continued on Page 21

July 2016

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Flying Into Writing

Continued from Page 200 was wrong, but I wonder if others labor under the same misconception. Several years ago, the base was “realigned” by the Air Force, and this created the opportunity to open it up as a joint-use airport, supporting both military and GA traffic. The airport has two runways, one more than 13,000 feet long, the other just over 3,000 feet, plenty long enough for most GA aircraft except the jets. If you decide to fly there, you may be sharing the airspace with our military brethren––KC-135refuelers and C-17 Globemasters call March home, as do F15 air defense alert aircraft––so make sure you’re in touch with “March GCA” when you enter their Class C airspace. Ground control will direct you around and away from any military activity to the terminal building on the southeast side of the field. The food was good, and the FBO facilities are first-rate, offering a conference room, pilot briefing area, WIFI––even a movie theater! Million Air is trying to get the word out and draw in new customers for their FBO. So go drop in on them, buy some gas, and enjoy a nice lunch.

for the weekend from their homes in the Reno, Nev. area––how’s that for dedication? Form 5s, like Flight Reviews, tend to raise the anxiety levels of pilots, myself included. We always wonder if we’ll “measure up” to the instructor or check pilots’ expectations. I have to say, having recently flown with at least four

Where th

CAP check pilots in the last couple of months, my anxiety was unfounded. I never felt that anyone was trying to “bust” me; an occasional, gentle correction was welcomed as informative instruction. Each of these guys were there to make sure I was capable of flying the airplane safely, and, once satisfied that that was the case, they were delighted in

helping me understand how to use the G1000, autopilot and other systems efficiently and effectively. I learned so much from each of them, and I know that I am a better pilot for having flown with them. Thank you, gentlemen! That’s all for now. Until next time, fly safe!

SEBRING EXPO

e SKY isn’t the Limit, it ’s the BEGINNING.

More G1000 Practice

One of the many benefits of membership in CAP is the opportunity to fly with so many different airmen and check pilots, each with unique experience and insights to offer. In CAP, we re-qualify as pilots each year in a process known as a Form 5. It’s the equivalent of a Flight Review, except we do it annually. It’s a great opportunity to review and expand our skills as pilots. Civil Air Patrol requires a special endorsement to fly G1000-equiped aircraft, something that is becoming more prevalent within our fleet, so our squadron organized a Form 5/G1000 checkout weekend. Several of our own instructor and check pilots needed checkouts, and we were fortunate to be able to enlist the help of a few instructors and check pilots from other squadrons to help with the training––two of them joined us

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After several years, thousands of public comments, and the introduction of legislation, the FAA released its latest policy regarding non-aeronautical use of airport hangars. This is the latest development in the general aviation community’s work to clarify acceptable hangar and land use for federally obligated airports. Past FAA legal interpretations and policy have repeatedly threatened the airport as a hospitable place for building and restoring aircraft, as well as socializing and serving as a breeding ground for the pilots of tomorrow. A 2014 update to the policy rolled back some of the most restrictive guidelines but was still severely lacking in other areas, particularly as it related to building and restoring aircraft. EAA’s comments to that 2014 policy statement asked for all active assembly and restoration of aircraft to be permitted, as well as fewer restrictions on storing non-aeronautical items in hangars provided that doing so would not interfere with the hangar’s primary aeronautical use. EAA also pressed for formal recognition of EAA chapter hangars as an aviation-related, nonprofit activity eligible for less than fair market rent. The comments also asked that the FAA recognize that every airport is different and to allow some discretion by airport management to determine appropriate policy for their facilities.

July 2016

Based on EAA’s comments, and the comments of more than 2,400 members of the public, the FAA now recognizes noncommercial aircraft construction as an approved aeronautical activity. The final policy also cited statute that gives all nonprofit aviation-related organizations access to airport property at less than fair market rent, as long as they do not displace aircraft owners seeking hangar space. “This is yet another example of effective advocacy on behalf of EAA members,” said Sean Elliott, EAA’s vice president of advocacy and safety. “We are pleased to see that the FAA has been responsive to our policy recommendations.” EAA also thanks Sen. Jerry Moran (R-Kansas) for introducing legislation on behalf of EAA members in the Senate FAA Reauthorization bill that identifies aircraft construction, repair, and restoration of personal use aircraft as a protected aeronautical activity. EAA is also very grateful to representatives Sam Graves (R-Missouri) and Todd Rokita (RIndiana) for introducing legislative fixes in the House FAA Reauthorization bill for issues in the previous FAA hangar use policy. Despite the positive FAA policy developments, Graves has vowed that he will continue to push for the legislation to ensure that the positive provisions of the new policy remain permanent.

Editorial: Your Local Lobbyist

Continued from Page 14 let you keep up to speed on what is going on and often help you contact elected officials, both federal and local. You may have a hard time getting an appointment with an elected official, but the alphabet groups have the horsepower to get through the front door. These groups know how to work the system on your behalf. It may be that the much maligned, special interest lobby organizations are the last vestige of democracy left in America. So, here is the take-away. The end of July offers you a great opportunity for fun, and the EAA fights hard for regulatory common sense. The political conventions, on the other hand, will probably be so disappointing that you will join this writer in watching re-runs of Star Trek. Politicians will be pleading for donations

and holding $2,500-per-plate fundraisers with a Hollywood star making a speech. But before you shuck out that $2,500 bucks for some rubber chicken, consider donating your money to the alphabet group of your choice. Join AOPA and EAA. Donate money to their PACs. Become involved in local chapter activities and the AOPA program that supports local airports. Take a good look at the NBAA (National Business Aviation Association). They have a lot to offer those of us who fly for personal business. Visit the websites of some of the other groups listed in this article. You will be surprised at what they are doing for you. You do not have to sit idle and just let big government squash your passion for flight. Who knows, the “Local Lobbyist” you support might turn out to be yourself.

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NO LIMITS: AIRMAN PUSHES PAST NEAR DEATH EXPERIENCE In Flight USA Celebrating 31 Years

By Sean Kimmons,

Air Force News Service

taff Sgt. Sebastiana Lopez Arellano was riding a motorcycle when an animal scurried onto the road, causing her to swerve and hit a curb. As she high-sided over her bike, the momentum catapulted her body into a tree. The impact severed her right leg. “I thought I was going to die,” the 25-year-old Airman said of the Feb. 2015 crash in Charleston, S.C. While at the hospital, she did briefly die twice before and during a coma that lasted for about a month. The diagnosis was grim for Lopez, now a patient at the Walter Reed National Military Medical Center. Besides an amputated leg, she had several broken bones, ripped arteries and organs, nerve damage, and serious hand injuries that prevent her from fully opening them. “This is a really bad nightmare,” she recalled telling herself when she regained consciousness. “I felt very hopeless. I was thinking that I could never do anything again.”

Turning Point

As she recovered, the former C-17 Globemaster III crew chief found comfort in sports and fitness. A year after her crash, she competed in the Air Force Trials for wounded warriors and gained confidence by earning invitations to the Invictus and Warrior Games. “It showed me that I could do this,” she said. “That’s when the old me came out. It was a turning point for me.” In early May, she captured two gold medals in rugby and hand cycling, and three silvers in shotput, discus, and in another hand cycling event at the Invictus Games. She plans to add more hardware at the Warrior Games starting June 15. Lopez contends in several other sports such as wheelchair racing, hand cycling, shotput, shooting, and sitting volleyball – the most difficult sport for her to overcome. In 2013 and 2014, she was selected to the All-Air Force volleyball team after playing college volleyball in her hometown of San Bernardino, Calif. But the extensive injuries have since prevented her from returning to form. “It’s very frustrating to me because I can’t use my hands,” she said. “They are

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one of the most important things in volleyball.” Lopez tries to keep a positive outlook as she progresses with physical and occupational therapy that help her improve in sporting events. “It opened up a lot of doors for me,” she said of her participation in adaptive sports. “I feel that the opportunities are endless.” Walter Reed’s Military Advanced Training Center, where Lopez and other amputees receive state-of-the-art care, uses a sports medicine model with various activities and exercise equipment as part of the rehabilitation process. “I think sports are a great way to physically and mentally challenge yourself,” said Annemarie Orr, an occupational therapist at the center. “For a lot of our patients who are young, active, and highly motivated individuals, it’s a way to push them to the next level in all aspects of their rehab.” Orr and other therapists aim to inspire amputee patients by instilling a sense of independence after their traumatic experiences. “Despite all of the challenges they are faced with, they continue to succeed,” Orr said, who also teaches basic daily living tasks to help amputees be self-sufficient.

July 2016

Staff Sgt. Sebastiana Lopez Arellano, a patient at Walter Reed National Military Medical Center, does pushups during her therapy session at the center’s Military Advanced Training Center, which provides amputee patients with state-of-theart care, in Bethesda, Md., April 13, 2016. Lopez lost her right leg and suffered several other injuries in a motorcycle crash in 2015. She now uses sports and fitness as part of her physical and occupational therapy regimen. (U.S. Air Force photo/ Sean Kimmons)

Hindered by her injuries, Lopez had to relearn small tasks like putting on her makeup, handwriting, and even dressing. “The small victories can add up to a huge victory,” she said, smiling. Her therapy has now advanced to the dance floor. In the back of the training center, Lopez and a dance instructor often practice moves that would be hard for many two-legged people.

The Mexican-American Airman is no stranger to either ballroom dancing or the lively beats of Latin dancing. “Merengue is fun,” Lopez said of the festive Latin dance that heavily relies on hip motion. “It’s in my blood.” Having fun is important to Lopez, who has struggled with anxious thoughts when out in public with her prosthetic leg. “At first, I felt like everyone was judging me,” she said. “Now I don’t care.” She also makes an effort not to dwell on what lies ahead in life. By staying in the present, Lopez said she and other amputees can conquer tasks that were once thought out of reach. “Don’t overwhelm yourself thinking about the future,” she said. “Focus on your recovery and just take it one day at a time. As long as you put the hard work into it, you can do whatever you want.”

The Information Technology and Innovation Foundation, a leading tech policy think tank, recently released the following statement from Vice President Daniel Castro on the Federal Aviation Administration’s final Small Unmanned Aircraft System rules: ITIF commends the FAA for introducing its much anticipated rules that would open up more opportunities for businesses to use unmanned aircraft sys-

tems (UAS) – commonly referred to as drones–to cut costs and deliver innovative services. These rules allow low-risk commercial operations and create a process for the FAA to allow more advanced operations, like delivering packages, while still ensuring safety. However, the final order imposes different rules on commercial operations than hobbyists using the same technoloContinued on Page 30

Dancing the Plight Away

NEW DRONE RULES FINALLY LAUNCH COMMERCIAL UAS, BUT UNNECESSARILY LIMIT INNOVATION

July 2016

www.inflightusa.com

SERIOUS CROSS-COUNTRY

Homebuilder’s Workshop

ne of my definitions of “rich” is not having to take the airlines. So, trying to be rich, I reserved a cottage in Arizona for the month of May to help determine if I wanted to retire there. I then loaded the RV-9A to the gills and set off on a planned three-day trip from Savannah. Six days later, I arrived, thanks to embedded severe thunderstorms, low IFR, and high winds. Not to be deterred, I decided to fly myself home rather than trade the RV-9A in on something faster, like a unicycle. I set off on the three-day trip and got home, you guessed it, six days later. The RV-9A was adequate for this trip, but barely big enough. I had a cardboard box in the right seat that held the oxygen bottle (O2 significantly increases my tolerance for turbulence), snacks, and everything heavy that I wanted to keep out of the baggage compartment to keep the c.g. under control. Part of the problem was that with a bar across the fuselage, shoulder height, right behind the seat backs, it’s extremely clumsy to access the baggage compartment in flight, so the right seat got converted to in-flightaccessible storage space. On this flight, I really missed having a constant speed prop. On takeoff, because the engine had a cruise prop, I rarely saw as much as 70 percent power, and the same in climb. That means that I was only getting 110 HP from my 160 HP engine. Because there is little prop drag, the plane rolls seemingly forever on landing unless you really slow it down, which you don’t want to do in gusts, but even then it rolls halfway to forever. And in updrafts and downdrafts, you’re forever adjusting the throttle. The sunscreen was indispensable for

the flight, and I never missed being able to look out of the top of the canopy, except for checking rudder movement before takeoff. The Oregon Aero seat cushions were fabulous. The Dynon D2 standby indicator occasionally gave false indications of roll, but Dynon replaced it with a new unit while I was in Arizona. Sadly, the new unit did the same on the way home. To their credit, Dynon is giving me a full refund. Apparently, my installation had just the right kind of vibration so that, in turbulence, the unit would get the leans. As I suspected might happen, this flight chased a lot of skeletons out of the closet, and I think that many of those skeletons were because of the interruptions to my flying due to surgeries. I got used to the RV-9A’s ride in turbulence, and used to the bumps. I got used to the G3X touch system, even though there are still things that I don’t understand. I came to appreciate the new style of X-C flying where the autopilot does all the work and you have time to fuss with uplinked weather, flight planning, and alternatives, especially when much of the flight is at low altitudes under clouds (but always with really great visibilities and always having an out). An RV-14 (a slightly bigger two seater) or an RV-10 (four seater) each would be about 10 percent faster, but with direct operating costs and insurance costs, maybe 20 percent and 50 percent higher. An RV-14 would be big enough for two and lots of baggage, and an RV10 would be big enough for two, lots of baggage, and a dog. Sort of like the ideal size for a yacht is a foot longer than whatever you’ve got now… I tended to stop at places with cheap

gas, but sometimes cheap gas meant expensive hotels and hotel rides. KTRI (Henderson County, east Texas) was so good on the way out that I made a point of stopping there on the way back, and other good stops were Dixie Aviation in Tuscaloosa, and the sole FBOs at Carlsbad, N. Mex., Deming, N. Mex, Pecos, Tex., College Station, Tex., and Meridian, Miss., where they had free hot dogs. However, the Navy-centric tower at Meridian made up for it with a condescending attitude towards small planes and going zero for five in getting my N# correct. Bozos. The favorite phrase heard on the radio was referring to the ADS-B display as the “fish finder.” Going past Phoenix, the fish finder showed a target climbing rapidly towards me that ATC had not called out, and I could not tell which way to maneuver to avoid it. It turns out that it was a helicopter that eventually passed behind me. Seeing traffic on the fish finder is one thing, but knowing what to do about it is another. Back in 1956, the Andrea Doria sank after colliding with the MS Stockholm off Nantucket, MS, in heavy fog. Each ship saw the other on radar, and they were in communication before the accident. It was a radar-assisted collision… Although the purpose of the trip was to help decide if I wanted to retire in Arizona, Savannah, split time between the two, or somewhere else that God has in mind, the real benefit was a big boost in my psychological recovery from the latest surgery. That boost came on the last day, when I almost made it to Savannah, almost made it to my alternate, and then went to my second alternate, sat out a fastmoving thunderstorm, and then made it

GAMA President and CEO Pete Bunce released the following statement this month about FAA Reauthorization: “Recent reports suggest that U.S. House Transportation and Infrastructure Committee Chairman Bill Shuster (RPA) may propose a simple extension of FAA programs into next year.

Unfortunately, the impact of such a proposal would mean that bipartisan provisions in both the Senate-passed and House Committee-passed FAA bills that would improve aviation safety, reduce bureaucratic inefficiencies, and help support aviation manufacturing jobs would not be enacted. Instead, we urge the

House to move forward and build on the strong bipartisan vote (95-3) by the Senate on FAA reauthorization and finish a bill this year. The general aviation manufacturing industry continues to face considerable economic crosswinds, and it is important that key certification and regulatory changes occur as soon as possible

GAMA STATEMENT ON THE NEED TO GET ENACTED THIS YEAR

home after starting the day in Texas. In several senses, I’m back.

•••••

Ed Wischmeyer

One of the more intriguing airplanes seen on the web was a twin-engine RV-8A, built by Bobbi Boucher, an IA in Virginia. The engines and main landing gear appear to be off a Twin Comanche, with the rest looking like pretty stock RV-8A external dimensions. It looks just like what every red-blooded pilot would lust after. Armchair engineering suggests that the stock RV-8A vertical tail would not be enough to keep the plane straight at low speeds in case of an engine failure, and having two propellers (propellers are destabilizing) suggests that the plane’s yaw handling might well be different, not counting the additional inertia in roll and yaw. Lastly, the engines are relatively close to the fuselage, and this suggests that there could be excess interference drag in that area, and maybe not all that much extra speed. (80 percent more horsepower calculates to about 26 percent more speed, but with the drag of the two wing-mounted engines, probably not a whole lot more speed). An exciting project, but sadly, the plane became airborne on a high-speed taxi test and wound up on its back, an unfortunate end to a noble project. Ms. Boucher is now out of ICU, and there is a GoFundMe page to help with her medical expenses

FAA BILL to ensure the U.S. maintains its leadership position. Delay until next year should not be an option, and GAMA urges Congress to pass an FAA bill with certification and other bipartisan reforms without delay.” For more information about this statement, visit www.GAMA.aero.

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

News from EAA AirVenture OshKosh In Flight USA Celebrating 31 Years

This year at EAA AirVenture Oshkosh 2016, AirVenture officials are packing even more fun into the week’s schedule with additional evening flying events. While long-time attendees are familiar with the Wednesday and Saturday night air shows, this year AirVenture-goers will be able to enjoy evening demonstrations throughout the week by both World War I and Valdez STOL aircraft. RC flying will also take

MORE FLYING

THAN

EVER

July 2016

July 20 – 26

OSH16

place nightly at Pioneer Airport. Monday and Thursday evening military biplanes and triplanes will take to the skies over Oshkosh as part of the World War I aviation centennial celebration. Aircraft from the collections of Old Rhinebeck Aerodrome of Rhinebeck, N.Y. and Golden Age Air Museum in Bethel, Penn., are scheduled to participate. On Tuesday and Friday evening at the ultralight strip, attendees can get a

taste of the popular Valdez STOL competition held every year in Alaska at the Valdez STOL Invitational competition right here in Oshkosh. A condensed list of the evening flying schedule is as follows: Monday: World War I demonstration Tuesday: Valdez STOL competition Wednesday: Night Air Show and fireworks Thursday: World War I demonstration

North America. Also on Monday night, Jessica Cox will present Right Footed, the documentary about her life. Cox was the world’s first armless pilot. The Founder’s Innovation Prize, held on Tuesday, July 26, at 8 p.m., is a contest rewarding the best idea pitched that helps prevent aircraft loss of control accidents. A judging panel will choose among the top five of more than 140 previously submitted entries. The selected teams will present their ideas to a panel of aviation industry experts. The winners will receive a cash prize, which they may use to develop their idea. Pearl Harbor’s 75th anniversary will be honored on Wednesday, July 27. The 6 p.m. program includes presentations by Pearl Harbor Survivors, Daniel Martinez

from National Parks Service, and author Mark Wortman. Martinez is the chief historian at the World War II Valor in the Pacific National Monument in Honolulu, Hawaii. Wortman is the author of 1941: Fighting the Shadow War, A Divided America in a World at War. The evening program audience can meet team members and alumni from the Canadian Forces Snowbirds on Thursday, July 28 at 8 p.m. At 9 p.m. the U.S. Coast Guard will present on their 100 years of service in border protection, search and rescue, and more. Gen. Chuck Horner and Gen. Michael Hostage will present on Friday, July 29 at 8 p.m. as part of the 25th anniversary commemoration of Operation Desert Storm. Horner is a retired USAF

invasion of Kuwait. The aircraft already confirmed for this year’s AirVenture gathering include fighter jets such as the F-15 Eagle, F-16 Falcon, A10 Warthog, and F-18 Hornet. It also includes such support aircraft as the KC135, EA-6B, and C-5M. Many of the aircraft used during those operations remain valuable assets for the U.S. military today. In addition, the Air Combat Command F16 Viper Demonstration Team will fly as part of the afternoon air shows on Friday through Sunday, July 29-31. On Friday, July 29, Gen. Chuck Horner––who commanded U.S. and

Allied air operations in Desert Storm and Desert Shield––will be the guest of honor at an evening “Salute to Veterans” Day program at Theater in the Woods. Gen. Gilmary Hostage, who flew combat missions during Desert Storm, will join Horner. Other special guests are likely to join the lineup prior to AirVenture. “The planning, coordination, and execution of what amounted to more than 100,000 sorties in a 43-day period during Desert Storm was a historical achievement in military aviation history,” said Rick Larsen, EAA’s vice president of communities and member programs who

(Photo Courtesy EAA) Friday: Valdez STOL competition Saturday: Night Air Show and fireworks Keep an eye on the full schedule at eaa.org for additional details.

EAA ANNOUNCES SCHEDULE FOR THEATER IN THE WOODS AT EAA AIRVENTURE OSHKOSH 2016

Theater in the Woods, sponsored by M&M’S, hosts various entertaining and informative programs that provide the perfect end to an eventful day at EAA AirVenture Oshkosh 2016. Theater in the Woods programming kicks off on Sunday evening, July 24, with the traditional An Evening With Champions. It features Flying Tigers expert, Frank Boring; SR-71 Blackbird pilot, Rich Graham; and historian Betty Geiger-Darst’s portrayal of Katherine Wright. On Monday, July 25 at 8 p.m., the Coulson Aviation team will be presenting on the history of the Martin Mars, the world’s largest water bomber. Coulson Flying Tankers Inc. purchased the bomber in 2007 and has used it to fight fires across

The aircraft of Operation Desert Storm/Desert Shield, which formed one of the largest air power operations in history, will return to EAA AirVenture Oshkosh in 2016 for a look back 25 years after this massive undertaking. The commemoration at Oshkosh this year will feature many of the aircraft that were highlighted at the 1991 EAA Fly-In Convention, which attracted many of the aircraft used during Operation Desert Storm. In addition, military commanders of that operation will recall their experiences during that multi-national operation, which began after Iraq’s 1990

AIRCRAFT OF DESERT STORM GATHER 25 YEARS LATER AT OSH16

(Photo Courtesy EAA)

four-star general who commanded the American aerial forces during Operation Desert Storm. Hostage is also a retired four-star general, and has flown in several combat missions, including Desert Storm. The program on Saturday, July 30 at 6 p.m. is The Boeing Company’s centennial and will look back at the history of Boeing and forward to Boeing’s future. For more information, visit www.eaa.org.

(Photo Courtesy EAA) coordinates features and attractions at AirVenture. “We are proud to welcome the soldiers, aviators, and aircraft of that operation to Oshkosh for a remembrance a quarter-century later.”

July 2016

News from EAA AirVenture OshKosh www.inflightusa.com

CRY HAVOC! AN A-20 IS COMING

Of the more than 7,000 Douglas A20 Havocs built for U.S. and Allied forces during World War II, just a handful survived, and, as far as we know, only one flies – and it’s coming to Oshkosh. The twin-engine light bomber and attack aircraft is part of Rod Lewis’ Lewis Air Legends collection based in San Antonio, Tex. Lewis Air Legends is also the owner of the beloved P-38F Glacier Girl, as well as the well-known Reno racer Rare Bear, a highly modified F8F-2 Bearcat.

Lewis’ Havoc was built in 1943 as an A-20G, is powered by two 1,700-hp Wright R-2600s, armed with seven 7.7mm (.303 caliber) machine guns (six Brownings, one Vickers) and could carry a bomb load of 4,000 pounds. The airplane was previously owned by the Lone Star Flight Museum but has since been fully restored to its original, stock military configuration. AirVenture Oshkosh 2016 is expected to be the A-20’s first official public display since the restoration.

July 20 – 26

AIRVENTURE OSHKOSH

“We’re really excited to see this beautiful airplane this summer,” said Rick Larsen, EAA’s vice president of communities and member programs who coordinates features and attractions at AirVenture. “As the only known flying example, the A-20 is truly unique and will be a great addition to the warbird lineup at Oshkosh 2016.” The exact arrival and air show demonstration dates and times will be announced on EAA's website: eaa.org.

(Scott Slocum/courtesy EAA)

BIG BAD VOODOO DADDY RETURNS TO GET THE JOINT JUMPIN’ AT EAA AIRVENTURE OSHKOSH 2016 July 29 Concert Sponsored by DAV, Warbirds of America Caps Daylong Salute to Veterans

Award-winning swing band Big Bad Voodoo Daddy joins the marquee musical lineup slated for the EAA AirVenture Oshkosh 2016 fly-in as the grand finale of a daylong salute to veterans on Friday, July 29. The 64th annual edition of the “World’s Greatest Aviation Celebration” will be held July 25-31 at Wittman Regional Airport in Oshkosh. One of the nation’s most prolific and energetic bands, Big Bad Voodoo Daddy will take to the stage on AirVenture’s main showcase square for an evening performance hosted by EAA Warbirds of America

and Disabled American Veterans (DAV). This Friday concert has drawn huge crowds in recent years and again will be the highlight of a veteran-focused day. Together for 23 years, Big Bad Voodoo Daddy – named after an autograph by blues legend Albert Collins – has appeared in concert venues worldwide, sold millions of records, and had their music appear in hundreds of movies and television shows. With sold-out concerts from the Hollywood Bowl to Lincoln Center, appearances with many of the country’s finest symphony orchestras, and

television appearances ranging from Dancing With the Stars to Super Bowl XXXIII, Big Bad Voodoo Daddy continues its mission to celebrate and revitalize jazz and swing music – America’s original musical art form – and bring joy to audiences around the world. “Big Bad Voodoo Daddy’s music is the perfect finale to a full day of events that will honor American veterans and active duty personnel at AirVenture 2016,” said Rick Larsen, EAA’s vice president of communities and member programs who coordinates features and

attractions at AirVenture. “The band’s music not only evokes memories of the original swing era, but their enthusiastic following also bridges generations, just like the activities at Oshkosh.” “The DAV is thrilled to bring our message of service to America’s veterans and their families to this year’s airshow at Oshkosh,” said DAV National Commander Moses A. McIntosh Jr. “Sponsoring such a talented band is our way of thanking the patriotic citizens who attend events like these in their unwavering support of honoring the men and women who served.”

BIPLANES AND TRIPLANES TO FILL SKY DURING WORLD WAR I AVIATION CENTENNIAL AT AIRVENTURE 2016 Flying Demonstrations, Displays, and Historical Presentations Part of Commemoration

Airplanes reaching back to the earliest days of military aircraft will be in the air and on the ground this summer, as the centennial of World War I aviation is a major part of EAA AirVenture Oshkosh 2016, the World’s Greatest Aviation Celebration. EAA AirVenture Oshkosh, the 64th annual Experimental Aircraft Association fly-in convention, will be held July 25-31 at Wittman RegionalAirport in Oshkosh, Wisc. The airplanes participating at the centennial celebration in Oshkosh will come from museums and collections throughout the U.S., and include vintage aircraft and replicas from such legendary names as Sopwith, Fokker, and Spad from the 1914-1918 era. Activities will include four flying demonstrations: Early

mornings on Wednesday, July 27 and Saturday, July 30, and following the daily afternoon air show on Monday, July 25, and Thursday, July 28. The aircraft will also be on static display throughout the week near the Vintage Aircraft Association “Red Barn” headquarters. “There are several outstanding museums and facilities throughout America that have some of these magnificent aircraft and full-size replicas that fly regularly, but it takes an event such as AirVenture to bring them together,” said Rick Larsen, EAA’s vice president of communities and member programs, who coordinates features and attractions at AirVenture. “These activities are just another reason for aviation and history buffs to make the trip to Oshkosh this

year for an unforgettable experience.” Among the collections represented at Oshkosh will be the Old Rhinebeck Aerodrome of Rhinebeck, N.Y. and Golden Age Air Museum in Bethel, Penn. Other collections are expected to add aircraft to the displays, which will be highlighted daily in the vintage aircraft area on the AirVenture grounds. A special addition is a rare 1909 Curtiss Pusher aircraft from the Collings Foundation of Stow, Mass., which has just been completed from a two-year restoration by Century Aviation in East Wenatchee, Wash. Along with the aircraft display, there will be giant-scale radio-controlled aircraft flights, a “living history” area with historical re-enactors, and forums and presentations throughout the week.

(Scott Slocum/courtesy EAA) “Our goal is to create an event that will allow those at Oshkosh to see more than antique airplanes on the ground,” Larsen said. “We want people to feel and better understand the technology, dangers, and romance of the era that brought us such legendary aviation figures as Eddie Rickenbacker and the Red Baron.”

News from EAA AirVenture OshKosh In Flight USA Celebrating 31 Years

AIRCRAFT ANNOUNCED The United States Coast Guard has been flying for 100 years, and they’re celebrating the anniversary of their aviation roots at EAA AirVenture Oshkosh 2016. Several aircraft have been confirmed to attend the 2016 convention to help commemorate this important milestone in the U.S. Coast Guard’s history. Planned aircraft include: • Eurocopter MH-65 Dolphin shortrange recovery helicopter

• Sikorsky MH-60 Jayhawk mediumrange helicopter • Lockheed HC-130 Hercules long-range surveillance aircraft • EADS HC-144 Ocean Sentry, medium-range surveillance aircraft • Alenia C-27 Spartan, medium-range surveillance aircraft While the aircraft and events honoring the Coast Guard aviation centennial will take place throughout AirVenture

week, many of the activities will be focused on Thursday, July 28. That day’s events will include a large contingent of Coast Guard aircraft, both fixed-wing and rotorcraft, with planeside interviews throughout the day from Coast Guard pilots and aircrews. Some of those aircraft will fly in that day’s afternoon air show and a special evening program at Theater in the Woods will highlight the Coast Guard’s illustrious aviation history.

Team’s First Appearance at Oshkosh Since Early 1980s The Snowbirds, officially designated as 431 Air Demonstration Squadron, were created in 1971 and have a nearly 40-year connection to EAA, as they were the first military team to perform at Oshkosh when they flew over the EAA fly-in in the 1970s. They have not appeared at Oshkosh since 1983, as their primary schedule commitment each year is to Canadian airshows. “It is truly thrilling to have the Snowbirds schedule an appearance at Oshkosh for the first time in more than 30 years, and we can now begin working through the logistics necessary to support the team,” said Rick Larsen, EAA’s vice president of communities and member services, who coordinates AirVenture

features and attractions. “Longtime EAA members and Oshkosh attendees speak fondly of the elegant precision aerobatics that the Snowbirds brought to the EAA fly-in, and have often asked when they would return. We were very happy to discover that EAA AirVenture 2016’s dates and the Snowbirds’ schedule availability aligned and we could welcome them back to aviation’s family reunion at Oshkosh.” The Snowbirds fly Canadair CT-114 Tutor jets in approximately 60 airshows each year. Experienced team members from the Royal Canadian Air Force pilot the nine aircraft used in the performances. During the show, the pilots fly at speeds ranging from 110 to 465 mph

ation history over the past 100 years, so we’ll rightly celebrate that century of innovation at Oshkosh this year,” said Rick Larsen, EAA’s vice president of communities and member programs who coordinates features and attractions at AirVenture. “From vintage biplanes to huge jumbo jets, at AirVenture you’ll see how Boeing shaped the world of flight.” Among some of the highlights during AirVenture week will be the arrival and display of a Cathay Pacific 747-8 Freighter on Saturday, July 30––which has been named Boeing Day at Oshkosh. There will be other historic Boeing aircraft, such as the B-17 Flying Fortress and the B-29 Superfortress on Boeing Centennial Plaza that day. Prior to the night airshow on July 30, Boeing historians and officials will also present highlights from a century of Boeing aircraft production during a

Theater in the Woods program. “For 100 years, Boeing has been the leader in the aviation industry,” said Sherry Carbary, vice president of Boeing Flight Services. “As we start our second century, we look forward to celebrating our centennial at EAA AirVenture with our customers and aviation enthusiasts.” Along with the July 30 festivities, an Alaska Airlines 737-800 will be in Oshkosh on Wednesday, July 27, to participate in WomenVenture Day, of which Boeing is the presenting sponsor. The airliner will be flown by an all-female crew and bring more than 100 female Alaska Airlines employees to be a part of WomenVenture activities, which highlight the possibilities to increase the number of women in the aviation industry. Also that day, FedEx will showcase a Boeing 767 Freighter on Boeing

BIG AIRPLANES, BIG EVENTS PART

The 100th anniversary of The Boeing Company, the world’s largest commercial and military aircraft company, will bring a unique collection of airplanes and presentations to EAA AirVenture Oshkosh 2016 on July 25-31. The 64th annual Experimental Aircraft Association fly-in convention, the World’s Greatest Aviation Celebration, will take place at Wittman Regional Airport in Oshkosh, Wisc. Many of the airplanes will be displayed on EAA AirVenture’s main showcase ramp, which has been dubbed “Boeing Centennial Plaza” for this year’s event. Those aircraft include current commercial and military aircraft as well as historic Boeing airplanes from the company’s first 100 years. “Boeing aircraft have touched nearly every part of civilian and military avi-

July 20 – 26

CELEBRATE USCG AVIATION CENTENNIAL AT OSHKOSH

SNOWBIRDS INCLUDE AIRVENTURE 2016

The Canadian Forces Snowbirds, one of the most popular military aerial demonstration teams in the world, announced EAA AirVenture Oshkosh 2016 as part of its schedule, which would be the first time the team would be back at Oshkosh in more than 30 years. EAA AirVenture Oshkosh, the 64th annual Experimental Aircraft Association fly-in convention known as the World’s Greatest Aviation Celebration, is July 25-31 at Wittman Regional Airport in Oshkosh, Wisc. The Snowbirds are currently scheduled to have a public practice over the grounds on Friday, July 29, with full performances as part of the daily afternoon airshow on Saturday and Sunday, July 30-31.

July 2016

(Courtesy of EAA and USCG) Some of the Coast Guard’s top officers are also expected to participate in the activities at Oshkosh.

SCHEDULE

(Courtesy of The Canadian Forces Snowbirds)

(180 to 750 km/h) and in formation with distances as close as four feet of wing overlap. Comprised of exciting loops, rolls, and solo passes as well as graceful nine-jet formations, the Snowbirds’ show includes more than 50 different formations and maneuvers over each 35minute performance.

BOEING’S 100TH

OSH16

(The Boeing Company)

Centennial Plaza. A major gathering of Stearman biplanes built in the 1930s and 1940s is also scheduled during EAA AirVenture 2016. These airplanes are a major part of the Boeing legacy and will be displayed in both the vintage and warbirds aircraft areas. The Stearmans were among the most popular primary training aircraft for military pilots during the World War II era.

July 2016

www.inflightusa.com

Flying With Faber

WILLOW RUN AIRPORT - A JOURNEY THROUGH HISTORY

ur minds often work in mysterious ways. It’s hard to explain. I often can’t recall the name of a person I met yesterday, yet frequently the visions and memories of certain folks I met during my childhood tiptoe into my thoughts with uncanny clarity. It’s been over 75 years since Jack Jerstad drove up to our Racine, Wisconsin house. Donning a bright Hawaiian shirt, he emerged from his 1930s Ford Woody Station Wagon, greeted us gleeful, screaming kids and whisked us off to day camp where he taught us about nature’s magic-water creatures, weather, identification of species of trees and birds. He honed our swimming, boating and hiking skills. I only knew Jack for a few weeks during that summer of 1940, yet, he has had a profound impact on my life. It was Jack’s enthusiasm and dedication to the kids which sparked my passion for nature’s earth and its innumerable gifts. I was seven years old when I met John L. Jerstad. He himself was a mere kid – about 21 years old. Of course, to a boy of seven, 21 was old. To this day, I clearly see his face and Hawaiian shirt. I hear his laughter as vividly as if he appeared just a few days ago. Last month, as I crossed the threshold of the cavernous skeleton of the Willow run B-24 Liberator plant, my thoughts turned to visions of Jack. He traded his Woody for the cockpit of a B24. He traded his Hawaiian shirt for a natty leather airmen’s jacket and held the

John L. Jerstad (Wisconsin Aviation Hall of Fame)

Stuart J. Faber and Aunt Bea nological achievements have enabled him to annihilate more people at one time.

Rows of Crops to Rows of

A portion of Willow Run Plant today. rank of major while co-piloting one of the ships that emerged from the Willow Run assembly line – perhaps at the exact spot where I stood last month. On August 1, 1943, during a bombing run over Ploiesti, Romania, Jack and his crew perished in that airplane. Of course, there are childhood memories of others who have influenced me: A third grade geography teacher who weaved tales of many lands, none of which I ever dreamed I would visit. It was she who motivated me to eventually place my feet into what now totals more than 100 of those countries. Or the high school business law teacher. I was often at odds with most of the faculty but not with him. This teacher encouraged me that I had a knack for the law. He sowed the seed which eventually blossomed into my journey to the courtroom. During my first year in college, I met an English professor who taught me the musicality of English grammar and literature. Conversely, I was in high school when a piano teacher taught me that music was also a language. And of course, from middle school on, the guys I met who took me for airplane rides and endowed me with a passion for aviation that overflows to this day. Among all of these mentors, I feel that my brief, precious moments with Jack taught me many of life’s guidelines and instilled numerous profound and eternal treasures in my mind, soul and spirit.

(Stuart J. Faber)

Funny Things About History

I love to muse over how events and people are juxtaposed in history. Here are a few examples: 1. It is claimed that the first of our species, Homo Sapiens, are said to have appeared around 200,000 years ago. Other than placing one foot in front of the other, it is doubtful that any other modes of transportation ever entered their minds. 2. June, 1896. It took Homo Sapiens over 200,000 years to leap from foot power to actual animal horsepower to a machine with four wheels and an internal combustion engine. Although a few Europeans beat him to the punch, Henry Ford was the first American to invent and construct a vehicle that ran on its own power. Henry’s Quadricycle reached a top speed of around 20 miles per hour. 3. Homo Sapiens of 200,000 B.C. could only dream of flying like birds. On December 17, 1903, Orville Wright breathed life into that dream. He piloted the first powered airplane 20 feet above a wind-swept beach in North Carolina. The flight lasted 12 seconds. Range: 120 feet. 4. December 29, 1939. It look exactly 36 years and 12 days for Homo Sapiens to leap from a 12-second flight of 120 feet to an aircraft that could reach altitudes upwards to 40,000 feet and travel a distance approaching 3,000 miles. To me, it’s fascinating that it took man more than 200,000 years to make his first flight and a mere 36 years from the first flight to reach heights up to 40,000 feet. The lamentable part of this exercise in history is the thought that man’s tech-

Henry and his Quadricycle. (Yankee Air Museum)

Airplanes

Near the town of Ypsilanti, Michigan where a small tributary of the Huron River winds its way through pastureland, a farmer raised cattle and grew vegetables. Henry Ford, who sprung from poverty to one of America’s richest men, purchased this farm in the 1920s. Employing what he referred to as “social engineering,” he introduced inner city boys to the land and taught them farming and rural living. In 1939, Consolidated Aircraft of San Diego, California (later, Consolidated Vultee), developed the first B-24. In early 1941, forecasting the imminence of war, the government established a program to build the B-24. Ford, even with previous aircraft manufacturing experiContinued on Page 30

Miles and miles of B-24s (Yankee Air Museum)

In Flight USA Celebrating 31 Years

July 2016

Flying With Faber: Willow Run Airport Continued from Page 29 ence with the Ford Tri-Motor, certainly was not equipped to build a ship of the B24’s magnitude. Nevertheless, his reputation as a mass-production wizard was legendary. Ford Motor Co. would not only manufacture the bombers, they would also provide the airfield. The farm became the site of the Willow Run Airport and the B-24

factory. A 3,500,000-square-foot plant was constructed with an aircraft assembly line stretching more than one mile.

My First Glimpse of Willow Run

We arrived at Willow Run Airport (KYIP), just after dawn. I’ve seen count-

less airports over the years, but this one, with its concrete runways built with enough material to construct a 120-mile, 2-lane highway was very special to me. This was the airport from which more than 8,700 B-24s were flight tested-by topnotch aviators including Charles Lindberg. I’ve had a love affair with airplanes for as long as I can remember. From the time I was a toddler, the sound of an air-

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plane overhead instantly drew my eyes to the skies. I love the sounds of the WWII airplanes, many of which most kids could identify without looking up. The thundering drone of the Lib’s four Pratt & Whitney radials is music to my ears. I know the sound as well as I know the melodies of most musical hits of the 1940s. We were ushered into a large hangar where my eyes met the sparkle of a shiny, silver airplane. “That’s a Mitchell B-25,” I bellowed. “You are correct,” responded Dave Callanan, one of the Yankee Air Museum’s officials. We sauntered over to Continued on Page 31

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Continued from Page 24 gy, despite the fact that the level of risk is independent of whether the UAS operator receives compensation. A hobbyist taking a picture with a UAS presents no more of a risk than a professional photographer doing the same. It is incumbent on Congress to fix this issue and allow the FAA to enforce a technology-neutral common set of rules across all UAS users. Going forward, the FAA should continue to be firmly committed to bolstering U.S. competitiveness in UAS and to promoting commercial UAS activity. To achieve this, it should commit to rapidly developing rules that allow more advanced operations such as flights over individuals by embracing a flexible, riskbased approach to safety concerns.

July 2016

www.inflightusa.com

Flying With Faber

C-47

(Stuart J. Faber)

Continued from Page 30 the ship. He described the unique construction of the wing. Supported entirely by the bomb bay structure, the wings had no spar. I hoisted myself through the narrow conduit of the bomb bay, struggled into the cockpit and plopped into the left seat. Not wanting to leave, I tightly gripped the controls. But I was soon extracted so that others could savor the experience. Later, our group climbed aboard a C-47 (aka, DC-3) and were escorted to lines of seats extending the length of the cabin which were configured like paratrooper benches. We took off and cruised through airspace where test pilots first flew the nascent B-24s-exactly where their wing tip vortices have long since dissipated. Finally, we walked over to the B-24 factory. A mere gentle touch of a button was required to activate the giant doors. About half the size of a football field, these rusty, majestic doors hummed as they ascended up their tracks and revealed vestiges of the 3.5-million square-foot citadel. Although only about 150,000 square feet remain, we could barely see to the other end. A lonely de Havilland DHC-4 Caribou stood proud, but dwarfed in its temporary home. There was dead silence. Nevertheless, I could feel the cadence and hear the echoes of competing sounds from three-quarters of a century past: The throbbing of punch presses and the tool and die machines. The screeching of saws against metal. The drumbeat of the air hammers. The rat-a-tat-tat of the rivets. The shouting of the workers. To some, it was cacophonous. To me, mellifluous.

The Mighty Liberator

The B-24 Liberator, affectionately nicknamed The Lib, also dubbed (without affection), The Flying Coffin for its limited bail-out exits, was 110 feet from wing to wing and 67 feet from nose to tail. The 20-ton ship was powered by four Pratt & Whitney 18-cylinder, 1,200 horsepower radial engines. With a fuel capacity of 3,614 gallons and a crew of ten, the

Liberator could fly at a maximum speed of 303 miles per hour at 25,000 feet. More than 18,000 Libs were built, 8,700 of which were constructed at Willow Run. The manufacturing and assembly lines at Willow Run were a quintessence of efficiency. The 1,250,000 parts which made up each plane were created and assembled by folks who first attended a special school to learn their respective jobs. The school was conducted with the precision of a medical and surgical college. The factory operated with the fluency and grace of a symphony orchestra – each worker performing his or her function with the agility of a ballet dancer. Each airplane was held together partly by approximately 360,000 rivets. Folks of all ethnicities and gender were hired. Riveting, performed primarily by women, one-third of the workforce, gave rise to the popular song, Rosie the Riveter. Led by Henry Ford’s son, Edsel, the company promised the military that it would produce a plane every hour. The first B-24 emerged from the hangar on May 15, 1942. By July, 1944, after a series of start-ups and disappointments, Ford was producing a B-24 every 55 minutes at a cost of $137,000 per plane!

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Golden West Regional Fly-in 2016 October 15 • 9 a.m. to 3 p.m. at Yuba County Airport (MYV), Olivehurst, California Rosie the Riveter

(Yankee Air Museum)

Learning More about Willow Run

The Yankee Air Museum, a mustvisit spot for aviation enthusiasts, conducts air shows with the B-25, a Waco, the C-47 and a B-17 Flying Fortress. The Museum is currently re-building what remains of the B-24 assembly plant which will eventually house more than 150,000 square feet of museum. The Wisconsin Aviation Hall of Fame (WAHF), which shared many new details and photos of Jack Jerstad, were very helpful and generous with their time and resources. They offer several educational programs, especially for kids. www.wisconsinaviationhalloffame.org. I recommend a DVD entitled, The Story of Willow Run, produced in the 1940s by Ford Motor Company. I’ve watched it more than a dozen times. A must-read book on the birth and developContinued on Page 32

Take a step “Back to the Future” and capture the old fashioned fun of a home town fly-in. This one day event features great food, education, hangar flying and an experience geared towards introducing new generations to the fun side of aviation. The Golden West Fly In is a fun-filled day of visitor participation in a number of fun flying events.

Fuel Discount with Minimum 10 gal. Purchase

Pancake Breakfast • Forums • Aircraft Displays • RC aircraft New Drone Zone • Exhibits • The KidQwest Hangar (aviation-related hands on activities for kids of all ages) • Young Eagles Flights for kids ages 8-17 5th Annual EAA Chapter vs Chapter Aircraft Competition

www.goldenwestflyin.org

HYDRAULIC OPERATED WIND PIN DESIGNED FOR HYDRAULIC DOORS

In Flight USA Celebrating 31 Years

Planes of Fame Air Museum Over 150 Aircraft and Displays

See the Vought F4U Corsair Fly!

The Corsair being flown is an actual WWII veteran. Living History Flying Day Saturday, August 6, 10 am The August 6th Living History Flying Day will feature the Vought F4U Corsair. A speaker panel of distinguished aviation experts, historians and veterans will give a presentation, followed by a flight demonstration of the featured aircraft.

Visit us:

Living History Flying Days occur the first Saturday of each month at the Chino, CA location.

Sun-Fri: 10-5 • Sat: 9-5

(Schedule subject to change.)

Closed Thanksgiving & Christmas

CHINO AIRPORT (KCNO) • 7000 MERRILL AVE., #17 • CHINO, CA Corner of Merrill and Cal Aero Drive Dr. Chino Airport

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Structural design of hydraulic doors includes the application of wind pins. Wind pins lock the door to the building structure similar to the bolt in a standard door lock and are an integral structural link between the door and the building to resist negative wind loads. Until now, locking in wind pins was a manual operation – you had to walk to the center of the door and manually lift the wind pin out of the floor socket and walk back to the door control station to proceed to raise the hydraulic door! When the door closed, the operator had to again manually reset the wind pin into place – time consuming, repetitive, and not very efficient. Schweiss streamlined this process with its newly engineered design of an automatic hydraulic wind pin. Now, all you have to do is push the up/down control button or remote opener to open or close your door. The hydraulicoperated wind pin raises out of the floor socket and the door automatically opens, eliminating the task of the door operator having to walk back and forth to the center of the door and manually engage or disengage the wind pin. No more worry about forgetting to raise the wind pin, which could result in

July 2016

damage to the door or floor socket! Now the door owner can push the open or close button, and the wind pin will automatically raise and lower the wind pin into place – all in one easy push of a button!

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More and more customers are insisting on remote control operated doors where they have the option to drive their vehicle, airplane, or tractor up to the hydraulic door and press the remote control button. The door opens without leaving the seat of your vehicle. How easy is that! For more information on hydraulic wind pins or other Schweiss hydraulic or bifold door products, visit the website www.schweissdoors.com or call 800/7468273.

Flying With Faber

Continued from Page 31 ment of Willow Run is The Arsenal of Democracy, by A. J. Baime. The book presents a riveting (no pun intended), history of Ford Motor Company from its inception through the WWII years at Willow Run.

Epilogue

Jack was buried in the Ardennes American Military Cemetery in Belgium. Today, from where he rests, there are still lessons to be learned from Jack – even for those who never knew him. For example, In July, 1941 – even before the war began, he enlisted in the Army Air Corps. By August 1943, Jack had safely completed the number of bombing missions to make him eligible to return home. Yet, he heard about the dire need to destroy Hitler’s oil refineries in Ploiesti, Romania – a town just north of Bucharest in the Transylvanian Alps. He knew that the fields were heavily protected by enemy ground artillery and fighter aircraft. He knew that an earlier attack on Ploiesti resulted in the loss of approximately half of the B-24s that participated in that mission. Fully aware of the dangers, he vol-

unteered to lead a B-24 low-level bombing where sortie-bombers were flown just above the treetops at an altitude of 250 feet. He took off from Benghazi, Libya on August 1, 1943 for the 18-hour, 2,400 mile round-trip mission. Three miles from the target, his ship was severely hit. Yet, he proceeded to the target and released his bombs. The fire damage on his ship became so intense that it crashed into the sea. In October 1943, he was posthumously awarded America’s highest medal, the Medal of Honor. A paragon of bravery, generosity and perseverance, his message resonates to this day. Jack Jerstad’s life was dedicated to doing the right thing for others – ultimately at the expense of his own life. As much as I love the appearance, sounds and smells of the B-24s and other planes of that era, I wish that the need for them had never existed. Had the need never arisen – had modern Homo Sapiens abandoned war as a problem-solving mechanism – perhaps I could have reunited with Jack, enjoyed his laughter, partaken of his knowledge and teased him about his funny Hawaiian shirt. Imagine what sublime contributions Jack could have bestowed on mankind had he lived!

July 2016

By Mike Heilman and Joe Gust

he Dayton Airshow recently has seen a decline in attendance due to the government budget and weather issues. The United States Military has been limited with the amount of static aircraft that could be sent to civilian airshows. In 2016, the U.S. Military decided there would no limitations on the amount of aircraft they could send to civilian airshows. The 2016 Dayton show was primed for a huge year with the U.S. Navy Blue Angels Demonstration Team scheduled to perform, but two weeks before the Dayton show, Marine Capt. Jeff Kuss, who flew the number six jet, was tragically killed in a fatal practice crash at the Smyrna, Tenn. Airshow. The Navy’s Blue Angels canceled their appearance at the Dayton show, and organizers were left to find a replacement for the show’s headlining act. The Navy quickly responded with scheduling the West Coast F/A-18 E/F Demonstration Team as the replacement for the Blue Angels. The show organizers were concerned that losing the headlining military jet team just two weeks before the show would dramatically affect the attendance. In 2014, Michael Emoff, Chairman of the Board for the Vectren Dayton Airshow commented during the government budget crisis that, “The crowds will return when military aircraft come back for static and flying demonstrations.” Emoff’s prediction came true. In 2015, there were only a few static military aircraft and the U.S. Air Force Thunderbirds, and in 2016 there were more than 20 static and two military jet flying demonstrations. The attendance improved 22 percent from last year despite the late cancellation by the Blue Angels. The Blue Angels cancellation meant that the team would not be there physically but in spirit. Major Kuss and the Blue Angels team were in everybody’s hearts and minds. The West Coast F/A-18F “Super Hornet” Demonstration Team dedicated their performance to Major Kuss and his family. The team also painted Kuss and the number six on the demonstration aircraft’s wing. The Navy Leap Frogs jumped with the number six flag, and the F-22 Demonstration team wore JK 6 patches on their uniforms. Headlining the 2016 Dayton show was the F-22 “Raptor” Demonstration Team. The team is based at Langley Air Force Base, but the team flies operation aircraft from different F-22 active units for each airshow. According to Major Dan “Buck” Dickinson, the F-22 is unique in the fact that the team doesn’t have a dedicated aircraft

THE DAYTON AIRSHOW www.inflightusa.com

assigned to them. “The two jets behind us are assigned to Tyndall Air Force Base, and the jets that we will use next week will be from Langley. It is really a collaborative effort between what we call Raptor Nation. That is all the F-22 units to support the F-22 Demo team,” said Dickinson. Major Dickinson also added, “The cool thing about the F-22 demo that is not the same for the other demos, is that these two jets behind me [F-22] are two fully combat-capable jets. The only thing we did to these aircraft is made sure there were no weapons on them. They are 100 percent ready to go. All it would take is to fly back home and load the weapons on it, and we would be ready to go.” The process of becoming the F-22 demonstration pilot is a very intense process, but Major Dickinson feels that his family legacy of flying fighter aircraft has helped him in his career. “My grandpa was an F-4 ‘Phantom’ driver, and he did two tours in Vietnam. My uncle was in the Air Force, and he flew F-16s for a long time. I guess being a fighter pilot runs in my blood. I have always had that desire to fly airplanes,” Dickinson said. The show closed both days with the U.S. Air Force Heritage flight of the F-22 and the P-51D Mustang. The demonstration honored all the men and women who have served in the armed forces. Pilot, Vlado Lenoch, flew the P-51D “Baby Duck.” The North American P-51 was one of the most famous World War II aircraft. Lonoch also flew the P-51D in a solo act during the show. Lt. Shaun “Buzz” Roessner and LT Nolan “Chub Mitts” Lucas from Strike Fighter Squadron VFA-122 based at Lemoore Naval Air Station, Calif. performed a power demonstration in the F/A18F “Super Hornet.” The United States Navy Parachute Team, the Leap Frogs, showed the Dayton crowd their high-performance parachute demonstration. The U.S. Coast Guard simulated a water rescue with an H-65 “Dolphin” helicopter. The H65 crew was from Air Station Detroit. Tora! Tora! Tora! Recreation group marked the 75th anniversary of the Dec. 7, 1941 attack on Pearl Harbor. The demonstration included eight modified aircraft to represent the Japanese attacking planes. The modified aircraft represent the Japanese Zero fighters, Kate torpedo bombers, and Val dive-bombers. The recreation also included a Commemorative Air Force P-40 “Warhawk” along with pyrotechnic effects that added to the crowd experience. Headlining the civilian portion of the Dayton event was airshow legend, Sean D. Tucker, in his highly modified

National Aviation Hall of Fame inductee, Patty Wagstaff, performed an aerobatic routine in a Short Tucano T MK.1. The Tucano is a two-seat turboprop basic trainer. (Mike Heilman) Challenger III aircraft. Tucker is also the Young Eagles Chairman, and he flew local essay contest winner, Megan Reed, in his Extra 300 plane. The Young Eagles program is designed to give kids a chance to get a flight free of charge in order to increase interest in aviation. Patty Wagstaff performed an aerobatic routine in a Short Tucano T MK.1. The Tucano is a two-seat turboprop basic trainer. Wagstaff is a 2004 National Aviation Hall of Fame inductee. Melissa Pemberton, an award-winning aerobatic pilot, flew a demonstration in her Edge 540 aircraft. The Redline two-ship team of Ken Rieder and Jon Thocker made their Dayton Airshow debut in their RV-8 aircraft. The ramp at Dayton was full of military and civilian aircraft for the first time in a few years. The Lockheed Martin F35A Lightning II made its Dayton debut at the 2016 show. Two static display F35As were from the 58th Fighter Squadron based at Eglin Air Force Base. The F-35A is the Air Force’s latest fifth generation fighter that is slated to replace the F-16 and A-10. Military aircraft took center stage at the Dayton show with more than 20 planes on static display. The U.S. Air Force on display included C-17 Globemaster II, KC-135R Stratotanker, and F-16 Fighting Falcon. U.S. Navy aircraft on display included E-2 Hawkeye, F/A-18F Super Hornet, T-45 Goshawk. U.S. Army AH-64D Apache, and UH-60 Black Hawk helicopters were also on display. NASA had a large ground display and an S-3B Viking on static display. In a press release, Michael Emoff summed up the success of the 2016 show, “The weather was perfect, and people came out by the thousands to enjoy a spectacular show. Our thanks to the fans, volunteers, and sponsors for their continued support of the show.” There is no question that the attendance would have been higher with the Blue Angels flying, but with the show lineup and the higher military participation, the 2016 show was a success.”

The U.S. Air Force next fifth generation fighter the F-22A Raptor made its second appearance the 2016 Dayton Airshow. The F-22 made its initial Dayton appearance in 2008. (Mike Heilman)

Air show legend, Sean D. Tucker, performed a high-energy performance in highly the modified Oracle Challenger III at the 2016 Dayton show. (Mike Heilman)

A pair of commemorative Air Force replicas of a Japanese Mitsubishi A6M “Zero” fighter/attack flies over Dayton before the start of the 2016 airshow. (Mike Heilman)

U.S. Navy E-2 Hawkeye was on static display at the 2016 Dayton Airshow. The carrier airborne early warning aircraft was from VAW-124 “Bear Aces” based at NAS Norfolk, Va. (Mike Heilman)

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July 2016

AN INTERVIEW WITH AUTHOR SPENCER ANDERSON

By Annamarie Buonocore

his year’s Planes of Fame Airshow was the place to be! At least it was for this editor. Warbirds graced the skies above Chino, Calif., and veterans told their touching stories. There were planes, helicopters, and cars on the grounds of the Chino Airport, and then there were local businesses sharing their products and services and serving great food at all the great booths. What more could an aviation enthusiast want? This year’s show had a small but vibrant highlight that enhanced the experience for many, including this editor. Spencer Anderson, the author of several aviation-themed historical fiction novels, was present and signing copies of his books. His book of high interest, The Last Raider, (Synergy Books Publishing, 2014) is a touching story about a former WWII B-25 pilot who travels halfway across the world to rescue his grandson who is fighting in the Bosnian-Serbian war. His grandson’s F-14 Tomcat has been downed by a Serb missile, and time is running out to perform the rescue. This is one story of several, and Anderson impressively publishes a book once a year. In Flight USA was fortunate to have the opportunity to interview Anderson at the airshow and learn more about these fascinating historical novels and the author who made this history come to life. In Flight USA: How many books have you written? Spencer Anderson: I have written four books. Two are adult fiction with aviation action, one is a science fiction thriller, and one is a time travel story about a family that gets lost in time 5,000 years ago. They are faced with the task of finding their way back to the present. My favorite, the science fiction one, is about three teenage kids who experience a Narnia-like experience in which they go into a volcano formed a long time ago. They find themselves in a parallel world of magic, wizards, and dragons. They have to save the world of juvenile fantasy, and various planes and rocket ships are involved. IF: What is your latest book, and can you tell us a little bit about that? SA: My latest book is Avenging Angel: A Pilot’s Story. This is a historical fiction novel that is about a protagonist who enters the service in WWII. He leaves his family ranch in Montana and turns into a warrior pilot. He flies a B-25

Mitchell in the South Pacific. It is an interesting story about being torn away and separated from one’s family. It really focuses on how families got by back home during the war with their loved ones gone. First of all, it’s a story of love. It talks about how he and his fiancé, Annie, wrote love letters that helped them get through this horrific experience of war. He is a decorated and wounded pilot who finds his way home after WWII. He is reunited with his fiancé and his family. It is about heroism, camaraderie, faith, and belief in one’s higher power. It is a wonderful story about love, faith, and above all, character. IF: Do these war stories reflect your personal experiences of fighting in Vietnam? SA: I did not do anything heroic in Vietnam. I was in the Air Force, on the ground, and in communications. My job was to decrypt messages. I can’t say much about that because that requires pretty high security clearance. I was stationed at Da Nang, a base in South Vietnam. It was right up on the border of South and North Vietnam. There was always a lot of action going on at the base. It sounded loud like how it is at the airshow right now. I did not have that many exciting experiences. I once took over a work shift for a friend of mine. When I got back to the base, I went to bed. I looked at the wall of my closet and saw a bullet hole right at the same level as my pillow. I then saw a dent in my locker with a bullet in it. If I had been sleeping when I should have been, and if I had not worked that extra shift, I would not be alive today. Those are some of the things Continued on Page 35

AOPA & EAA STATEMENT ON THIRD CLASS MEDICAL REFORM THE PROPOSED FAA EXTENSION

July 2016

AND

www.inflightusa.com

The Aircraft Owners and Pilots Association (AOPA) and the Experimental Aircraft Association (EAA) released the following statements after the announcement that Congress will include third class medical reform in proposed FAA extension legislation. “Including third class medical reform in this package is great news for general aviation, and we’re very pleased to see it moving forward as part of the FAA extension,” said AOPA President Mark Baker. “We appreciate the efforts of general aviation advocates in both the House and

Senate. This is a vital issue for the general aviation community, and AOPA has worked with lawmakers day in and day out to build bipartisan support for these commonsense changes. Medical reform is long overdue and we look forward to seeing the House and Senate pass this legislation in the coming days.” “This has been slow, painstaking work, but important work, as EAA members have told us this is the top legislative priority,” said EAA CEO/Chairman Jack J. Pelton, who has been part of the EAA team working the issue with congressional lead-

Spencer Anderson

Continued from Page 34 we have to take in stride. IF: Do you write full-time? Tell me about your background. SA: I was a pilot, but I stopped flying a few years ago due to some health problems and some medications. I have a lot of hobbies. Writing is one of them. Painting is another. Doing volunteer work at my church is also important to me. Taking care of my wife, Carole, is the most important thing. I write when I can.

I publish a book once a year to a year and a half. I have a project right now. I am always looking for a better market or a better publisher with a bigger market. I would like to see my books get to a broader readership. I do indie publishing. In other words, I have a publisher, but I do all the marketing and retain all the rights. I find this to be a good balance. IF: Do you live near this airshow? SA: No, but we love coming down to Los Angeles, and we’ll bee in town for

ers. “As we mentioned often since the beginning of this effort, bringing change through legislation is not quick or easy. EAA and AOPA have fought everyday to overcome significant hurdles in Congress and will continue to do so until aeromedical reform is signed into law. The medical reform proposed in the Pilots Bill of Rights 2 is a major step forward in changing the landscape of medical certification for recreational and personal flying. It provides relief for pilots while maintaining safety––and in some cases, enhancing it.” The provisions of the FAA extension

package have been negotiated over the past several weeks, and it is expected that the House and Senate will pass the legislation and send it to the president to be signed into law before Congress adjourns next week. After the president signs the bill into law, the FAA will have up to one year to develop and issue regulations before the third class medical provisions become effective. Read AOPA’s story at www.aopa.org.

more airshows. We are from Utah, which is also very nice. IF: Where can we find your books? SA: They are available at Barnes & Noble. We do frequent book signings in their stores and often outsell the bestsellers. They are also available on Amazon, in print and as e-books. Paperback copies are $12.95. You can find more information at www.synergybooks.com IF: Would you like to add anything

else? SA: I just want to thank all the veterans for their service and thank you for this opportunity to talk to you. IF: Thank you!

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DYNAMIC LINEUP OF SPEAKERS AND GUESTS SET FOR U.S. SPORT AVIATION EXPO AT SEBRING REGIONAL AIRPORT In Flight USA Celebrating 31 Years

Sebring’s Airport U.S. Sport Aviation Expo will feature multiple speakers and notable aviation guests. “We’re incredibly excited to bring this innovative group of individuals to Expo this year not only for their accomplishments in aviation but because of their roles as humanitarians as well,” said Mike Willingham, Executive

Director of both the U.S. Sport Aviation Expo and Sebring Regional Airport. Below are four of this year’s notable guests. James Fallows, noted national correspondent for The Atlantic, is well known for his extensive reporting from outside the United States. Fallows’ most recent

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book is entitled China Airborne. In addition, Fallows, along with Debra Fallows and John Tierney, embarked on a journey in a little Cirrus SR-22 propeller plane visiting some of America’s smaller towns and cities not typically covered by the national media to investigate how people are responding to today’s economic and technological challenges and opportunities. Their popular stories about this “air road trip” are featured on TheAtlantic.com and on the website “American Futures.” Shaesta Waiz, the woman behind the Dreams Soar initiative was born in a refugee camp. Waiz and her family fled Afghanistan to America in 1987 to escape the Soviet-Afghan war. Growing up in a poor family in Richmond, Calif., Shaesta became the first certified civilian female pilot from Afghanistan. She created the Women’s Ambassador Program, an initiative that seeks to mentor and support young women pursuing an education in aviation and engineering. She then founded Dreams Soar to share her story with women around the world, and to partner with strong female role models at the 31 stops along the route and together share

and promote the importance of STEM (Science, Technology, Engineering, and Mathematics) education. Kevin Coleman is the first American ever to compete in the Challenger Cup, and the youngest pilot to compete in the 2016 Red Bull Season. Performing in airshows since he was 18, Kevin earned a spot on the U.S. Advanced Aerobatic Team that competes at the FAI World Aerobatic Championships. Kevin is a regular airshow performer, a contract pilot, maintains a competitive career in aerobatics – and, is now entering the world of racing. Coleman founded the Marion Cole Memorial Scholarship that provides aid for young people interested in aviation. Stewart Hammel, creator of SkyRunner, a new innovative recreational sports vehicle dubbed, “One of the World’s Greatest Adventure Vehicles” by Red Bull will also be in attendance. SkyRunner provides a low-cost, lowmaintenance “go anywhere” asset appealing to large landowners, sportsmen, ranchers, emergency medical teams, film, media, aerial survey companies, bush pilots, border security, police, military, and search and rescue.

EPS has conducted their second successful propeller vibration survey with Hartzell Propeller Corporation as part of EPS’s Air Force Research Laboratory (AFRL) contract award under the Alternative energy Research & Development Broad Area Announcement (BAA). This program has the objective of accelerating the transition of energy efficiency and alternative energy technologies to meetAir Force and the Office of Secretary of Defense (OSD) Office of Operational Energy Plans and Programs energy goals. The survey included two days of testing and a final day of demonstrations for the Air Force. During the first two days, EPS mounted and ran traditionally heavier (high inertia) three-bladed aluminum propellers and then did the same with Hartzell’s light-weight (low inertia) composite propellers. With successful results in both categories, EPS demonstrated the capability to work efficiently and effectively with a wide variety of propeller selections within the Hartzell catalog designated for engines of 310 horsepower or

higher, exceeding 350 horsepower on several occasions. No other diesel engine intended for aviation use has been able to pass vibration tests for such a wide variety of propellers, thereby allowing for aerodynamic optimization, rather than just a sound structural solution that could lack thrust efficiency. “The benefits of a clean-sheet design and the new technologies incorporated in the Graflight 8 have substantially advanced diesel compatibility with all forms of high horsepower propellers,” said Michael Fuchs, CEO of EPS. “We are pleased to have satisfied this part of our Air Force contract award and look forward to continued success with the program.” For further information, visit EPS.aero.

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“It’s a pleasure to get up every day and do what you Love!” says Keith Latour, owner and president of USA Aircraft Brokers, Inc. Keith started USA Aircraft Brokers in 1991 with the goal of becoming a nationwide network. “One of the unique aspects of USA Aircraft Brokers is that it allows individuals who are interested in aviation the opportunity to work in the industry and make money doing something they love, without any prior experience or without investing a lot of money up front,” states Latour. “I started out as a flight instructor and charter pilot in 1974. By 1975, I owned and operated flight schools in three cities. I worked hard to make these schools successful. My workweeks were usually 60 hours or longer. One day, I sold one of my small aircraft to a flight student. This was a real eyeopener for me. I immediately realized that the profit from that sale was as much as I would have earned from four to five months of hard work flying. At that point, I actively began to pursue aircraft sales as a primary occupation.” One of the unique benefits of working as a broker instead of a dealer is the low initial start up cost. Latour, who had prior experience in the real estate industry, began to think of aircraft sales along the same lines as a real estate. “It soon occurred to me that principles used in the real estate industry might apply to aircraft sales. With this in mind, I sold all my aircraft and began brokering, which quickly became extremely profitable.”

After years of success with his own brokerage, Latour began to expand on his idea and build the USA Aircraft Broker network, what he likes to refer to as “the RE/MAX of the Sky.” Today, USA Aircraft Brokers has a network of 18 Area Brokers and 53 FBO Sales Agents located across the country. USA Aircraft Brokers uses the latest technology to promote the sale of its aircraft, including an interactive website that uses audio messages from brokers to promote their aircraft and email campaigns to all of the FBOs in the country whenever a new aircraft is listed. “We try to reach the market anyway we can after we list an aircraft. Using our Internet ad program and time-honored methods like our quarterly newsletter that goes out to more than 8,000 FBOs and high performance aircraft owners nationwide, we can guarantee our clients the best possible exposure for their aircraft and sell it at top retail dollar.” While pleased with the growth that the network has had so far, Latour feels that there is ample room for growth. The company is not a franchise but a licenser selling a license to own and operate an aircraft brokerage under the name USA Aircraft Brokers. Latour offers comprehensive training and support to allow you to start working successfully as a broker within a two-week period. For more information on becoming an aircraft broker, fill out the “Become an Aircraft Broker” application on the USA Aircraft Website at www.usaaircraft.com.

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Power Flow Systems has developed an enticement for members of the Beech Aero Club that represents considerable savings if enough owners sign on. If one to five members sign up for a tuned exhaust system before Nov. 30, they will automatically see a $500 reduction in the normal $4,290 price. The first 10 Consumers will also receive a ceramic coated tailpipe without the normal $200 additional charge. As more members sign on, the price will continue to diminish. For every five additional orders, the cost will come down another $100 for all who have signed up. This will continue up through 25 orders, which would result in a $1,000 drop in the retail price for all participants. In conjunction with this offer, Power Flow’s Authorized Dealer, Mike Goss Aviation in Alexander City Airport

(KALX), Alexander City, Ala., will provide an attractive price and other inducements on their installation services to BAC Members. Power Flow’s tuned exhaust systems have been proven to have a dramatic impact on the efficiency of an engine, bringing it up to its full-rated horsepower and saving on fuel burn. In replacing the original exhaust pipes, the Power Flow system can increase rpm, rate of climb, and improve engine cooling. For further information, visit PowerFlowSystems.com.

Once again, the Planes of Fame Air Museum, located at Chino Airport (KCNO) Calif., offers a special event featuring WWI and Early Aircraft. Scheduled for Aug. 20, from 10 a.m. to 12 p.m. Famous aircraft of WWI, like the Fokker Tri-Plane and Sopwith Pup will be on display as well as fighters of the late ‘20s and early ‘30s. A speaker panel of distinguished aviation experts and historians is featured, followed by a question-and-answer period. William Wellman Jr., author, actor, and son of legendary filmmaker, “Wild Bill Wellman,” will be giving a presentation about The Man and His WINGS: William A. Wellman and the Making of the First Best Picture. Planes of Fame will also be showing the movie WINGS

in its entirety in the 40-seat air-conditioned movie theater. The Planes of Fame Air Museum gives visitors of special events a chance to share in the history of aviation in a truly visceral way. This is an event to share with the entire family, as history comes alive for all who attend. For more information, visit www.planesoffame.org

Aircraft Spruce will begin distributing printed copies and CD versions of their new 2016-2017 catalog at EAA’s AirVenture show in Oshkosh, Wisc. Few people today begin a homebuilt or restoration project without an Aircraft Spruce catalog, and most people who own a certified aircraft find it invaluable for routine maintenance, upgrades, and pilot supplies. There are hundreds of new products in the catalog as one might expect of a company that offers more than 100,000 different

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In Flight USA Celebrating 31 Years

July 2016

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 proactive 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, exerpted 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.

THE PURSUIT

Weight and balance has been a critical issue in aircraft operations since the beginning of aviation. Loading errors can go unnoticed and have potential to cause great harm. Clerical mistakes that account for cargo weight and location can be subtle and equally costly. This month’s CALLBACK examines several reports that highlight weight and balance errors. In the following accounts, all the aircraft unknowingly departed with uncertain centers of gravity and most departed with an inaccurate gross weight that was assumed correct. Many of the mistakes were not discovered until the aircraft was airborne and some, not until the aircraft landed. Other similarities included unknown cargo weights and freight that was loaded in improper locations. These mistakes might have been prevented. The ASRS report excerpts reiterate the need for attentiveness and accuracy in every aspect of weight and balance procedures. The first three reports describe incidents where cargo was loaded in the wrong location on the aircraft. The remaining accounts detail various other errors that were experienced in Air Carrier Operations.

The Usual Suspects

Cargo loaded into the wrong compartment and closeout paperwork that did not specify its location allowed this B737 Flight Crew to launch with an inaccurate Center of Gravity (CG) that was not discovered until after the aircraft landed. • The [destination station] Crew Chief came to the cockpit and inquired about how the aircraft handled during our flight… He then informed me that according to his paperwork, all cargo should have been loaded in the aft compartment, but when opened, he found it completely empty. Upon further inspection, he found that all cargo was loaded in the forward compartment. I checked my load planning paperwork and found the plan was for 1,900 pounds of cargo to be loaded in the aft compartment. Closeout paperwork showed 1,100 pounds of cargo with no indication

AND

PRESUMPTION

whether forward or aft. I then called Dispatch and was transferred to Load Planning. They checked the computer and said that all cargo should have been loaded in the aft compartment…, but that was not the case. Actual loading was in the forward compartment. We had a light load of only 105 souls on board and a light cargo load. The Load Agent ran the numbers with the actual cargo in the forward compartment and found that we were still within safe CG limits. How much [misloaded] cargo weight would it have taken on this aircraft to create an unsafe situation? Would a full load of passengers have helped or hindered the situation? How about fuel burn on a long flight? Is it the Ground Crew’s habit to load cargo in the forward [compartment] on smaller aircraft? Did they fall back on habit or disregard loading documents? The load closeout we receive in the cockpit does not show forward or aft cargo weights. It just shows total weight and a breakdown for live animals and restricted articles. Maybe we should receive that information on closeout. Although that would not have helped in this situation since all the “paperwork” was correct.

Trust but Verify

Non-standard operations resulted in freight being placed in the wrong cargo compartment of this B737-800. The Flight Crew was unable to confirm compliance with loading instructions. • After the parking brake was released for push back, the Ground Crew opened the forward cargo door twice without notifying the Captain. The Captain flew to our destination and other than noting that the aircraft was nose heavy on takeoff, the flight was uneventful. After we parked, the Crew Chief entered the cockpit as the passengers were deplaning. He explained that the cargo had been incorrectly loaded and pointed to his offload report. The report clearly showed that only one bag should have been placed in the forward cargo and the rest should have been in the aft cargo. The Crew Chief reported that the

BALANCE

aft cargo was empty and all the bags were in the forward cargo. Obviously this was a very serious issue–one that could have caused aircraft controllability issues, or worse… Pilots should have the same paperwork used to load the aircraft, so we can double check with the load closeout and takeoff performance data and verify proper loading.

The Edge of the Envelope

This CRJ-700 Captain directed that ballast be added to the forward cargo compartment but got a post-flight surprise. • Due to ACARS weight and balance, I directed the Ramp Lead to move the one and only bag from the aft cargo compartment to the front and to add 500 pounds of ballast to the front cargo compartment. On rotation we noticed a slight nose up pitch tendency but dismissed it as normal for the aft CG limit. On arrival, the First Officer discovered that the 500 pounds of ballast had been placed in the aft cargo compartment. Late Arrivals Conflicting load numbers that surfaced during preflight planning remained suspect into the flight, nurtured mistrust, and spawned a weight and balance error for this A319 Flight Crew. • We received a flow release time from ATC that was 10 minutes from our scheduled push time. At push, we had not received the weights, so I sent an ACARS [message] because I wanted to make sure we had the weights to make our slot time. I received the response that weights were not available because the ramp had not completed the loading document. We continued to taxi to the active runway where we held for 10 minutes waiting for weights and missed our slot time. I called Station Operations, and they said they were talking to Load Planning about the weights. We waited another five minutes and received a Dispatch ACARS message stating our zero fuel weight had gone up 4,000 pounds with new [projected] fuel

burn and fuel at touchdown numbers. We acknowledged the increase and accepted the numbers. The weight manifest printed, and it showed our weight below the weight I had used to calculate performance numbers. After we departed, we received another weight manifest with an even lower gross weight and numbers closer to the planned weights on the flight plan. While the numbers we were working with resulted in minimal changes in the CG, there was potential for a very serious error to occur.

Missing from the Manifest

Upon arrival, this Air Carrier Flight Crew noticed three tires being offloaded but had no paperwork or knowledge that they were even onboard during the flight. From the First Officer’s report: • The Captain and I, upon receiving the load sheet, asked the Ramp Agent if it was correct. We were told that it was. During the post-flight inspection, I noticed Ground Operations removing three main tires from our [aft] baggage compartment. I did not remember seeing this on the load sheet, so I went back up to the cockpit and took [another] look at the load sheet. To my surprise, there were no tires listed in the baggage compartment. We departed unaware that we had an extra 300 pounds of cargo in the back of the aircraft. From the Captain’s report: • During the post-flight walk around, the First Officer noticed that three tires were being removed from the [aft] cargo bin. He asked the Ramp Agent if those were on our flight, and he replied that they were. The First Officer got the cargo load report from the trash, and it showed no cargo [listed] on the airplane other than the standard bags, the heavy checked bag, and the gate claim items. Each tire weighs 100 pounds, so 300 pounds were missing from the cargo load report. We both agreed that missing items on the cargo load report was a safety of flight issue. Continued on page 41

NASA HYBRID ELECTRIC RESEARCH PLANE GETS X NUMBER, NEW NAME July 2016

With 14 electric motors, turning propellers, and all of them integrated into a uniquely designed wing, NASA will test new propulsion technology using an experimental airplane now designated the X-57 and nicknamed “Maxwell.” NASA Administrator, Charles Bolden, highlighted the agency’s first Xplane designation in a decade during his keynote speech this month in Washington at the American Institute of Aeronautics and Astronautics (AIAA) annual Aviation and Aeronautics Forum and Exposition, commonly called Aviation 2016. “With the return of piloted X-planes to NASA’s research capabilities – which is a key part of our 10-year-long New Aviation Horizons initiative – the general aviationsized X-57 will take the first step in opening a new era of aviation,” Bolden said. As many as five larger transportscale X-planes also are planned as part of the initiative. Its goals – like the X-57 – include demonstrating advanced technologies to reduce fuel use, emissions and noise, and thus accelerate their intro-

Safe Landings

Continued from Page 41

Who’s on First?

An ERJ-170 Flight Crew took off with an inaccurate cargo weight. The correct weight would have identified an outof-balance condition and an exceeding of structural limitations. • The ramp personnel asked the First Officer during his walk around if we could accommodate… freight weighing a total of approximately 2,000 pounds. He instructed them to wait on loading until he could confirm that the load could be safely accommodated. When the First Officer returned to the ramp, the cargo was already loaded in the aft compartment, and he was told it was approximately 1,000 pounds. When we received the cargo load report, it indicated a total load of 59 standard and five heavy bags in forward cargo and 1,000 pounds of freight loaded in the aft cargo compartment. We ran the reported load, and after reseating four passengers as a result, we received good takeoff performance numbers. After closing the door, the tug driver said they had made a mistake and that we should add one standard bag to the forward compartment and that the actual weight in the rear was 2,200 pounds. I asked twice to clarify these numbers, but I wasn’t confident in his count. We ran new numbers anyway and adjusted the passengers, once again, per the ACARS instruction. I called Ops before taxiing to

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duction to the marketplace. The X-57 number designation was assigned by the U.S. Air Force, which manages the history-making process, following a request from NASA. The first X-plane was the X-1, which in 1947 became the first airplane to fly faster than the speed of sound. “Dozens of X-planes of all shapes, sizes, and purposes have since followed – all of them contributing to our stature as the world’s leader in aviation and space technology,” said Jaiwon Shin, associate administrator for NASA’s Aeronautics Research Mission Directorate. “Planes like the X-57, and the others to come, will help us maintain that role.” NASA researchers working directly with the hybrid electric airplane also chose to name the aircraft “Maxwell” to honor James Clerk Maxwell, the 19th century Scottish physicist who did groundbreaking work in electromagnetism. His importance in contributing to the understanding of physics is rivaled only by Albert Einstein and Isaac Newton.

As part of a four-year flight demonstrator plan, NASA’s Scalable Convergent Electric Propulsion Operations Research project will build the X-57 by modifying a recently procured, Italian-designed Tecnam P2006T twin-engine light aircraft. Its original wing and two gas-fueled piston engines will be replaced with a long, skinny wing embedded with 14 electric motors – 12 on the leading edge for take offs and landings and one larger motor on each wing tip for use while at cruise altitude. NASA’s aeronautical innovators hope to validate the idea that distributing electric power across a number of motors integrated with an aircraft in this way will result in a five-time reduction in the energy required for a private plane to cruise at 175 mph. Several other benefits would result as well. “Maxwell” will be powered only by batteries, eliminating carbon emissions and demonstrating how demand would shrink for lead-based aviation fuel still in use by general aviation. Energy efficiency at cruise altitude

using X-57 technology could benefit travelers by reducing flight times, fuel usage, as well as reducing overall operational costs for small aircraft by as much as 40 percent. Typically, to get the best fuel efficiency an airplane has to fly slower than it is able. Electric propulsion essentially eliminates the penalty for cruising at higher speeds. Finally, as most drivers of hybrid electric cars know, electric motors are quieter than conventional piston engines. The X57’s electric propulsion technology is expected to significantly decrease aircraft noise, making it less annoying to the public. The X-57 research started as part of the NASAAeronautics Research Mission Directorate’s Transformative Aeronautics Program’s Convergent Aeronautics Solutions project, with the flight demonstrations being performed as part of the Flight Demonstration Concepts project in the Integrated Aviation Systems Program. For more information about NASA’s electric propulsion research, go to: http://go.nasa.gov/1S55SPP

confirm the load numbers. The ramp manager told me that the second numbers I had received were, in fact, accurate. Just prior to reaching the runway, we received a message from Dispatch stating to once again add two bags to the forward cargo. After a normal takeoff and being airborne for approximately 30

minutes, Dispatch informed us that the load in the rear cargo compartment was actually 4,000 pounds. The cargo compartment’s weight limitation was exceeded… They [then] informed me that the CG was out of limits and… the decision was made to divert. After a 74,000 pound uneventful landing, Ramp personnel

removed and weighed all cargo from both front and rear compartments. The actual contents of both compartments were: 62 standard and four heavy [bags] forward, and 3,600 pounds in the rear compartment.

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NEWSFLASH

By Bert Botta

Due to the nature of NBAA, this article has a unique spin that is not as General Aviation focused as usual. But read on if you like stories, especially ones about aviation and travel. This is more of a “ road warriors journal,” similar to what I used to write when I was cramped, bored, and wondering, “ what the heck am I doing with my life,” flying back and forth across the country as a hired hand for Netjets. I would often be placed in the middle seat of row 35 on some non-descript airliner, winging my way back home after yet another seven-day tour of duty for Mr. Buffett, my former air boss at Netjets. Fast-forward a few years to my recent adventures as an aviation copywriter, schmoozing for new clients at the NBAA (National Business Aircraft Association) regional jet-fest at Van Nuys airport… The NBAA regional meeting in Van Nuys was, among other things, a gathering of well-heeled aviation literati, looking for a possible new airplane ride to suit their fancy. Even though it was a regional NBAA meeting, people flew in from a few different countries for this one-day aircraft extravaganza, deep in the roots of the Los Angeles basin.

FROM

NBAA

VAN NUYS JUNE 9, 2016

In Flight USA Celebrating 31 Years

I was extraordinarily grateful on the flight down to LAX, given that I travel non-rev (meaning I gave 40 years of flesh to my previous aviation career, working for a major airline) and now don’t have to pay for my flights, that is if there are any seats left for free-loaders! But my pass privileges don’t begin to compensate for the years of abuse that I suffered, eating crew meals loaded with preservatives. But hey, you have to look on the bright side because the flight crews used to say that eating all those preservatives would save our families a ton of money when we croak.

You might ask, “ Why is that?” Because the funeral directors won’t have to use half as much embalming fluid on us because with all those preservatives we ate, we’ll look just like we did when we were alive, and, besides, I heard that open-casket funerals don’t cost as much as regular ones. The night before my flight, I checked in online, 24 hours before the journey began, and printed out my boarding pass. When I showed up for the flight, there were actually some open seats left. (I often buy coffee for the gate agents, in a thinly disguised bribery attempt to more or less

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July 2016

buy me a seat for five bucks). Not only did I not have to spend the five bucks at Starbucks for a Grande, caramel, low fat, one pump, almond milk, leave room for milk, Macchiato but the agent actually found me an exit-row seat with more room than my stubby little legs even needed. I hadn’t traveled for some time because of the TSA (Thousands Standing Around) horror stories I was hearing recently. What I forgot though was TSA at SFO airport is not TSA, it’s Covenant Aviation Security, a private company who contracts with TSA to provide security and does a much better job. It’s amazing how private enterprise and capitalism beats the government hands down. I think it’s named Covenant because passengers thank God for a better system than TSA. I once wrote a rather cheesy story about what I called “ Spread Eagle Aviation” in which I described the rather invasive – pardon the expression – “ indepth” pat down procedure. But I digress… I had to laugh during the boarding process. As I mentioned, I haven’t traveled recently, so I was impressed with the number of additional “ jewels” that American has added to their passenger’s dowry. If they continue to offer boarding to their…” diamond, gold, silver, titanium, sapphire, ruby, emerald, cobalt, zirconium, etc.” customers, they’re going to run out of elements! I was waiting for them to call mine…” diamond in the rough,” but they never got to it.

The Flight to VNY

The flight on Compass Airlines, a regional carrier used by American Airlines, went swiftly, and once I got to the main terminal from the regional gates and picked up my rental car, it was time to take my turn in the barrel on the “ 405” from LAX and traverse the 29 miles to VNY in a record time of one hour and 10 minutes. Do the math and you’ll have some idea of the traffic. Luckily, I punched VNY into my iPhone’s WAZE app (if you don’t have it yet, get it; it’s the best GPS app out there. It even tells you where the cops are so you can dump your radar detector), and it helped me zig-zag my way from the LAX rental car lot to the 405, not a straightforward route. In one spot on the 405, where I maxed out at 25 miles per hour, I saw some poor guy pushing his motorcycle Continued on Page 49

July 2016

Newsflash from NBAA

Continued on Page 42 alongside the slow lane, in a narrow bikepath-size lane with traffic whizzing by his left footpeg. I made a mental note to check the obituary column when I got back home to see if he made it. I got to the Airtel hotel at VNY airport, checked in, and since I like to pretend that I still fly for a living, I decided to perform the mandatory layover ritual and go down to the bar for something “ to cut the dust” after my long trek down from SFO. So I donned my “ wetsuit” and headed down to the bar where I met, wouldn’t you know it, a flight attendant who worked for a number of regional air carriers. She had just finished a class where she was being certified to be a corporate flight attendant since she was tiring of the years of abuse she suffered with the regionals. We struck up a nice conversation, and I told her what I was doing there and that I wrote a book about my past aviation shenanigans. She thought that was cool, so I ran out to the car and showed her the book, whereupon she pulled out her checkbook and wrote me a check for $15. I signed it and gave her a big hug because she made my day! I thought to myself, “ How cool that I still remembered how to hug a flight attendant!”

The NBAA Gathering

Even though the VNY gathering was a regional NBAA meeting, vendors, buyers, and guys like me flew in from a few different countries for this one-day business aircraft extravaganza, deep in the heart of the Los Angeles basin. I was there to hawk my aviation copywriting services, slap some backs, and in general, put myself in front of aviation companies who might be able to use my services if they’re really desperate for advertising help. I climbed on the shuttle bus from the hotel to VNY airport where the gathering was being held, got off, and proudly showed my press pass, saying a prayer of gratitude to God for my life as a freelance journalist for granting me favor in securing the pass from my favorite publication. It looked like I had never left Las Vegas last November, where the prior NBAA conference was held since many of the same vendors had set up shop inside a big hangar. Outside was the static display of approximately 20 aircraft ranging from a Super Cub to a Gulfstream 650. The first guy I met inside the hangar was representing Covington Aircraft

www.inflightusa.com Parts, Mr. Tom Welch from Oklahoma. I was impressed since he was so friendly and smiled a lot. I secretly wished I could smile as much as he did. I might do better in life if I could. The day went fast, and it was hot outside the hangar where the aircraft static display was. I scurried around, handing out my aviation copywriting brochures as fast as I could without appearing to be too desperate for business. I was bummed out because I missed an old buddy of mine from Netjets who flew his latest ride in to the show, a beautiful Challenger 350, to show it off in the static display. But overall it was a great show. Everywhere I went in the show, I would stuff one of my 10 free carry bags with 20 pounds of swag that vendors at every event like this give away: water bottles, t-shirts, ball caps, and little magic chachkies (Yiddish for worthless stuff) like a USB flash drive holder molded out of rubber, shaped and painted like a Pilatus, where the nose cone comes off and then you jam the USB into the port. Very cool! I checked out of the hotel, grabbed a couple more free water bottles for the ride back down the 405 in case I took a wrong turn and ended up in the Mojave, packed the last freebies into my wheelies, and made decent time back down the 405 to LAX airport. When I got to the airport, once again I didn’t even have to buy coffee for the gate agent for a good seat back to SFO. If you’ve never been to an NBAA gathering, you should try checking one

out; you’ll probably like it, even if you’re more a general aviation type. Besides, the free stuff is awesome, it seems like the vendors enjoy giving it away, and you’ll make a big hit with your

wife or girlfriend when you give her all that worthless stuff when you get back home. If she’s anything like my wife, she’ll love you for thinking of her…

Attention Aviation Business Owners! Did you know that your customers are DESPERATE to do business with you!? Here are 4 Simple Secrets – your own “Laws of Attraction” – to make it easy for them to do so. • • • •

Be real with them Let them know who you are Show them they can trust you Tell them your story

They need to know what it took to build your business, how you struggled, what the challenges were, how you overcame them, and how you got to where you are now.

If you’re real with your customers, they will hand you money because they will… • Feel connected to you • Trust you • Drop their fear of making a buying decision • Become long-term, loyal, credit card ready customers

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CUBCRAFTERS DEBUTS NEW FLAGSHIP XCUB In Flight USA Celebrating 30 Years

CubCrafters is introducing its new top-of-the-line aircraft, XCub. The new model received FAA Type Certification on June 2, 2016 and is available immediately. XCub is lighter, faster, and stronger than any aircraft in its category. XCub also provides a larger payload and greater range. Combined, these attributes fulfill a much wider mission profile compared to any other aircraft in this class. “Six years ago, I imagined a Part 23 certified Carbon Cub,” recalls Jim Richmond, CubCrafters’ CEO. “Our development team set out to design a Cub with terrific STOL capabilities, like our Carbon Cub LSA, but one that could travel faster and farther, while easily accommodating all of the gear that a pilot and passenger might want to carry for an extended journey. Now, after receiving Type Certification from the FAA, I’m proud to say that XCub is much, much more than I had even hoped it would be.” XCub boasts a cruising speed of more than 145 miles per hour at 75 percent power, and a useful load of up to 1,084 pounds. A 180 horsepower Lycoming 0-360 that drives a Hartzel Trailblazer constant-speed composite propeller powers the XCub.

Company Sets New Standard for Sport Utility Aircraft “Early on, when the first new airframe was produced, we discovered that our understanding of the Cub’s aerodynamics was incomplete,” says Richmond. “They fly nicely at 100 miles per hour, but at 140, everything changes!” The company embarked on an ambitious two-year aerodynamic analysis of the airframe and all flight surfaces. That analysis motivated a fresh perspective on what can be achieved at both the lowest and highest limits of the speed envelope. Airflow over the prototype cowl, fuselage, and wings was smoothed considerably. The sleek aluminum spring landing gear adds as much as 14 mph at typical cruise settings. Composite fairings were added to the attach points of the landing gear and struts. All new flight controls and empennage were developed, and the finished aircraft features a distinctive and stylish composite dorsal fin. “As we flew at higher and higher speeds, we discovered that the dorsal provides welcome directional stability,” comments Patrick Horgan, CubCrafters’ Director of Engineering and Product Development. “Cross-country pilots will appreciate the stable response to turbulence as well.” To refine handling, CubCrafters com-

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July 2016

pletely re-engineered the ailerons and the way pilots interact with them. Roll response was optimized by modifying the aileron airfoil and cove, and by repositioning the hinge lines. This resulted in improved aileron response, lower lateral control loads, and natural centering. Traditional cables and pulleys were replaced with a solid push-rod system, eliminating cable stretch. The ailerons are crisp, quick, and light, complemented by equally pleasing pitch response and rudder authority. The resulting control harmony makes this the most balanced Cub ever. CubCrafters’ well-known obsession with weight extends to their new airplane. Contemporary design technologies put weight only where it is needed. Extensive use of ultra-lightweight carbon composites, titanium, and aluminum is evident throughout the new model. The same modern engineering methods that make XCub light also make the aircraft strong. A CNC machined chromoly steel frame encloses occupants. Meeting the latest FAA Part 23, Amendment 62, certification standard, XCub features robust construction and may be flown at up to 2,300 pounds gross weight. Pilot ergonomics received particular focus in XCub. The aircraft is designed to give pilot and passenger the comfort and confidence needed for long cross-country flights. High seat positioning, low side windows, the vast skylight, and a low-profile instrument panel assure a commanding view, a rare attribute in a taildragger. The stick rests comfortably at hand, exactly where the pilot wants it. The handsome panel flows intuitively with engine controls on the left and lighting controls on the right. XCub is not just functional but comfortable as well. “Veteran Cub drivers will be pleasantly surprised at their first encounter with the XCub cabin,” said Richmond. The Ahtanum Interior Package offers supple Scottish leather seats for both pilot and passenger to assure comfort and circulation during long cross-country flights. These seats feature perforated leather inserts over memory foam cushions, contrast stitching, and embroidered logos. Twelve storage areas surround the cabin in ultra-modern carbon fiber side and header panels. Two bottle holders, four USB, and two 12V power ports are easily accessible to pilot and passenger. A unique electronics console faces the rear seat and holds personal devices such as telephones or tablets, allowing the passenger to follow navigation with Garmin Pilot, or watch a movie. Thoughtfully located in the aft baggage bulkhead is a hidden locker for a headset.

XCub Specifications:

AIRCRAFT Certification: FAA Part 23 Certified Category: Normal (2,300 lbs GW) Utility (1,980 lbs GW) Type: Single Engine Land & Sea Crew & Passengers: 2 DIMENSIONS Length: 23 ft 10 in Height: 8 ft 4 in Wingspan: 34 ft 4 in Wing Area: 174.8 sq ft Cabin Width: 30 in Cabin Height: 52 in Cargo Area: 26 cu ft WEIGHTS Empty Weight: 1,216 lbs (base configuration) Gross Weight: 2,300 lbs Maximum Useful Load: 1,084 lbs Cargo Weight: 230 lbs CAPACITIES Fuel: 49 gal Oil: 8 quarts POWERPLANT Engine: Lycoming O-360-C1G Power: 180 Horsepower Propeller: Hartzell Trailblazer, constant speed, composite PERFORMANCE Maximum Speed: 153 mph in level flight Cruise (75% power): 145 mph Rate of Climb: 1,500 ft/min Endurance: 6+ hrs Range: 800 mi Takeoff Distance: 170 ft Landing Distance: 170 ft “XCub is not just a new airplane; it is a new platform upon which we can build different configurations to fulfil different missions,” said company President, Randy Lervold. An example of XCub’s configurability is presented in the landing gear options. “Owners may choose legacy Continued on Page 46

July 2016

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The Pyl on Pl ace

PYLON RACING SEMINAR 2016

Marilyn Dash’s

n 1997, it was decided there should be a better way to help prepare pilots for the National Championship Air Races held each year in September, in Reno, Nev. Previously, hopeful race pilots may arrive a few days early in September and be taken through a series of air maneuvers the weekend before the races. As the races started to attract more classes and more racers, a better, more structured training became necessary. This June marked the 19th Pylon Racing Seminar AKA Rookie School. And – for the fourth year in a row – a record number of participants were in attendance. Between the six race classes, 79 airplanes and 130 participants from all over the world made their way to Stead to practice, qualify, and have fun. “We are beyond excited to have hosted a record number of planes and participants at this year’s Pylon Racing Seminar, Mike Crowell, President and CEO of the Reno Air Racing Association said. “Not only is PRS an opportunity for new pilots to get a feel for the course and understand safety guidelines, it is also a chance for returning pilots to train for September. It was a great few days for the Reno Air Racing Association, and we are looking forward to this year’s National Championship Air Races.” There are only two periods per year when racers are able to fly on the course – during PRS and during Race Week. So, PRS doesn’t just attract new racers but also returning pilots and veterans who want to have a little fun or knock the rust off their skills.

Some Racers return just to get more time on the course. (Anthony Taylor/warbirdfotos.com)

Each Class spends part of the time in a general session learning about NCAR and the Reno Air Races. Then they split up into their specific classes and learn the specific operations for their group – basically ground school. The final two segments of the training include specific Air Work based on their class’s requirements. Then, they can finally get on the race course. Specific skills are required for each different class. For example, if they have

The International Formula 1 PRS 2016 Class a ground start like the Biplanes and Formula Classes, they will practice takeoffs with a maximum 10-foot deviation in either direction. And to ensure racers know how to get out of bad air on the pylon – right and left. If they have an air start, they are required to fly formation and simulate a typical join-up and chute approach. And most classes will have the attendees perform a simulated Mayday to show their understanding of their aircraft and the flight characteristics during an emergency. Something else that is relatively new is the ability for a racer to come to PRS and go through the general sessions and the ground school and to be able to hold the Air Work for September. This works great for people coming from further away, where flying across the country twice would be quite difficult. It opens up the field to pilots who have always wanted to race but couldn’t make both PRS and Race Week. As expected, the Sport Class was the big winner with more than 50 attendees, including rookies, returning racers who have not raced in the last three years – to recertify, veterans interested in practice or testing, and instructors. Even with all of the attendees, in disparate aircraft and skill levels – the Sport Class worked like a well-oiled machine. Each session was planned out in advance with the instructors, flight leaders, and rookies mixing it up and getting it done. More than 20 participants in Formula 1 mark their best year ever. This seems to be another class getting renewed interest from the sport pilot community. Philip Goforth and Jay Jones have been instrumental in locating pilots around the country who own Formula 1 racing planes and talking them into joining the

(Anthony Taylor/warbirdfotos.com)

movement. More on this class in next month’s column – but for now – know that they are on the move! The T-6 Clubhouse was buzzing with happy pilots. Jerry Thurman’s hangar has become the “Happy Place for the T-6 Class.” They do their pre-flight and post-flight briefs in this facility and rarely venture too far away. Some great new pilots have joined their numbers, including Chris LeFave and active duty

Eric Woelbing in his beautiful and fast T6. (Anthony Taylor/warbirdfotos.com)

USN Aviator, Peter Stavrides. Congrats, gentlemen! Also, Eric Woelbing was there in preparation for his sophomore year. If his name sounds familiar, he is the proud owner of famous racing Sea Furys, Miss Merced, and Furias. But, he will be racing his T-6 – Eddie Van Fossen’s old Miss TNT. I expect we will hear much more from him and his racing team in the future. Yes, you Unlimited Fans – there Continued on Page 46

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

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

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

GAVILAN COLLEGE AVIATION PROGRAM HAS In Flight USA Celebrating 30 Years

Gavilan College staff and students will head north this fall, as the aviation program moves from the Gavilan College Gilroy campus to a new and larger facility at the San Martin Airport. The Gavilan College Aviation Maintenance Technology (AMT) program has graduated many licensed professionals who ensure air safety by maintaining, repairing, and building aircraft. The program is an FAA certified program. Students learn airframe, powerplant, and aviation systems technology. “There are lots of grads from Gavilan working in the industry,” noted Travis Flippen, a 20-year

Cubcrafters

Continued from Page 44 gear to achieve the lightest possible weight, or spring gear that provides better aerodynamics and speed,” Lervold says. “XCub checks every box on a bush pilot’s wish list,” Lervold continues, “STOL performance, useful load, speed, and range. However, the thing I find special about XCub is the way it flies. With all new flight

instructor with the program. Gavilan College has a 2 + 2 articulation agreement with San Jose State University (SJSU). Students receive their Associate in Science degrees at the community college and then transfer to the university where they complete a Bachelor of Science in aviation maintenance. Students who pass the required FAA tests find lucrative work as A&P specialists in aviation mechanics, service, repair, sales, aircraft manufacturing, electronics, hydraulics, pneumatics, fuel systems, and civil and military defense. “A recent AMT grad is now working in

San Jose at a major corporation,” said Flippen, “maintaining corporate jets and making more than $100K. Another works at Loral Space and Communications on satellites, and one is employed with local county mosquito abatement programs. Another graduate works at a hospital heliport.” Tyler Jorgensen, a Gavilan AMT graduate, said that aviation is in the family DNA. His dad is a pilot and an A&P mechanic, and he and his sister are both pilots. “Being a pilot/mechanic has its benefits,” he said. “You are able to correlate the circumstances of a problem more efficiently.” His favorite part of the AMT pro-

control surfaces, smooth push-pull aileron control rods and a host of exclusive aerodynamic enhancements, XCub exhibits precise handling and extraordinary flight harmony. This bird is a joy to fly, whether the journey is short or long.” Along with their new Flagship model, CubCrafters is also announcing factory-authorized flight training pro-

grams in partnership with Tac Aero in Hood River, Oreg. Tac Aero will offer programs ranging from primary through transition training for specific CubCrafters models, including XCub. CubCrafters is offering the first 20 XCubs in a limited Launch Edition. The Launch Edition has special introductory pricing and includes the Launch Edition

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NEW HOME

July 2016

gram was getting to know the skills needed in the workforce and how each system works on an aircraft. After earning his A&P certificate and passing the FAA tests, he was hired by United Airlines to work on the Airbus A319 and A320. A love for aviation drew Alex Continued on Page 47 paint scheme and branding, as well as a premium Ahtanum leather interior package at no extra charge. XCub is available from CubCrafters Certified Sales Centers. For more information about XCub, visit www.xcub.com. For more information about flight training programs for CubCrafters aircraft, visit www.tacaero.com.

The Pylon Place

Continued from Page 45 were Unlimiteds at PRS. In fact, two new pilots were certified, Joel Swager and Bernie Vasquez. Joel flew Argonaut while Stevo Hinton and Bernie shared Voodoo during the week, with Bernie going for his certification and Stevo looking to get some telemetry on the aerodynamic modifications they made prior to the 2015 season – but with their engine not making the power they expected – they felt they never were able to get clear numbers to justify the modifications. PRS is a perfect time to do things like this. Two other returning racers came back to take Ground School and will finish up their recertification in September. John Maloney and Jim Thomas will likely be flying John and Sue Paul’s P-51B, Boise Bee, and one of their P-40s (likely Sneak Attack) in September. A big thank you to John, Jim, and the Pauls for coming back! Three Rookies were also in attendance for ground school only. Ira Saligman and Olivier Langeard will be flying Yaks in September, and Trevor Merton returned – but not sure what he will be flying yet. Jay Consalvi attended PRS in 2010 in a Corsair. Since then, he hasn’t raced but has always been around Warbirds. He is a retired Naval Aviator with time in both the F-14 and F-18. He is also the male lead in the movie Speed and Angels, which was touted as the “Real Life Top Gun.”

Joel Swager in Argonaut – one of the two new certified Unlimited Pilots. (Anthony Taylor/warbirdfotos.com)

Originally, Jay was looking to race Strega, but it looks like Czech Mate may be his ride this year instead. Either way, he is a welcome addition to the roster. With his name on the list, it looks like we will have approximately 18 Unlimiteds in September. Great news for you Warbird Fans! Special thanks to all the volunteers who helped out at PRS, especially the photographers, race control, and the Tug Guys! The unsung heroes of keeping us on schedule! And of course, Anthony Taylor and Warbird Fotos for providing the amazing shots for this month. There is more to come in the next few months. We will be focusing on a few racers who have a great story to tell and will keep the fans up to date with the exciting happenings in preparation for September. Until then – Fly Low, Fly Fast, and Turn Left!

AOPA RECEIVES TOP AWARD FOR WORKPLACE WELLNESS

July 2016

www.inflightusa.com

The Aircraft Owners and Pilots Association (AOPA) received the Gold Level Wellness at Work Award from Van Mitchell, secretary of the Maryland Department of Health and Mental Hygiene, at a ceremony held at the BWI Marriott in Linthicum Heights on June 10. Forty-two Maryland businesses received awards, and only nine received Gold level awards. There are four levels of awards, Gold, Silver, Bronze, and On The Path. AOPA Benefits Director, Peggy Yusko, made a presentation at the awards ceremony and participated in a panel discussion. “AOPA is very proud of this achievement, and we are committed to taking wellness to the next level by taking a holistic approach that includes more than just nutrition and exercise,” said AOPA President Mark Baker. “We try to

Joanna Norville, AOPA human resources director; Van Mitchell, secretary of the Maryland Department of Health and Mental Hygiene; Peggy Yusko, AOPA benefits director (AOPA)

help employees tackle many of the important issues they face in their daily lives like financial stress and community involvement, and we have found these efforts bring results.”

STALLION 51 RAFFLE

Stallion 51, the nation’s premiere experts in historical aircraft and aviation, has formed up with Sun ‘n Fun and Experience Kissimmee to offer the Ultimate Aviation Vacation. One lucky winner and their family will get the chance of a lifetime to come to SNF 2017 for an incredible prize package and to experience the fun of Kissimmee, Fla. – the gateway to all the magic of Central Florida. The ACE Maker Raffle winner receives: • An Orientation Flight in Stallion 51's Dual Cockpit-Dual Control P-51 Mustang with Mr. Mustang himself, Lee Lauderback! • Premium weeklong admission for four to Sun ‘n Fun 2017 • Five Night Accommodations for four in Kissimmee, Fla. • Round trip Air Fare for four ($500.00 each) • Rental car gift car • Kissimmee area attraction tickets See full details at http://www.sun-n-

Gavilan College

Continued from Page 46 Stockdale to want to be a pilot. “I realized being a pilot was fun but cost an extraordinary amount of money,” he said. He benefited from Gavilan’s job outreach support. “The program helped me get a job after my first semester, overhauling aircraft engines.” He now works at the Jet Center at San Jose International Airport,

fun.org/acemaker-raffle/. The winner will be announced at EAA’s AirVenture July 30, 2016 in Oshkosh, Wisc. All raffle proceeds support Sun ‘n Fun’s Aerospace Center for Excellence (ACE). ACE offers an immersive STEM education environment designed to engage the creative minds of children and inspire them to pursue career paths in aerospace and related technical fields. The 11-building complex is anchored by Aerospace Discovery at Florida Air Museum and the Central Florida Aerospace Academy, a Polk County public high school Career Academy. Unique to the ACE campus is also a fully functioning Boeing 727, re-imagined into a classroom/laboratory and conference center. Utilizing hands-on educational exhibits, fascinating historical displays, and actual live restoration and maintenance projects, our facility truly offers a vast sampling of multiple aerospace experiences for guests of all ages.

installing new electrical equipment, flight displays, and radios, while completing the program at SJSU. Reflecting on his time at Gavilan, he said, “I couldn’t recommend this program enough.” More information about the program is available online at gavilan.edu/aviation, by email at aviation@gavilan.edu, or by calling 408/852-2861.

American Aircraft Sales Co. WE HAVE MOVED! 50 YEARS IN BUSINESS–NEW LOCATION

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In Flight USA Celebrating 30 Years

AIRCRAFT

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The same location for 50 years. American Aircraft Sales, Hayward Airport, CA, www.americanaircraft.net, (510) 783-2711. 3/13

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Husky - America's Favorite Taildragger. Call to schedule your own Husky Experience. Aviat Aircraft, Afton, WY, (307) 885-3151, husky.aviataircraft.com. 12504:TFN J.T. Evans Aircraft Sales. Specializing in landing gear & control surfaces. Also recovery & storage for singles & light twins. (800) 421-1729, Orlando, FL. 11/14 Largest variety of quality aircraft, plus training and other services. Alliance International Aviation Flight Centers at Chino, Riverside and Brackett Field, CA, airports. www.AIAFlight.com. 11/13 New office in San Carlos, CA. AirplanesUSA Aircraft Sales, San Carlos Airport, www.airplanesusa.com, (650) 394-7610. 1/16

AIRCRAFT FOR RENT

DA40 NG I Diamond Aircraft

New 2016 DA4 NG now available for rent at Alto, Alto, CA. Uses Jet A in its diesel engine, 4-seat versatility. Whether you're a new aviator looking for the perfect first airplane, an experienced IFR pilot with discerning tastes, or a foward thinking flight school, the DA40 NG is a smart choice. Two older DA40s with Lycoming engines also available. Larry at Home (916) 804-1618 Looking forward to hearing from you! 16600:7

HOMEBUILTS The Super Stallion, Six-Place! Fly faster, farther & carry more for less cost. Aircraft Designs (831) 649-6212, fax (831) 649-5738. 9316:TFN

Kitfox Aircraft. Building kits for 30 years. Homedale Municipal Airport, ID, www.kitfoxaircraft.com, (208) 3375111. 8/14

SAILPLANES/SOARING Fast-track soaring training. Arizona Soaring, Estrella Sailport, Maricopa, AZ, (520) 568-2318. 11/07

FLIGHT INSTRUCTION Old School Aviation. Advanced Warbird training. Contact Dan Vance (707) 972-1293 at Sonoma Jet Center, Santa Rosa, CA. 8/14 Aerobatics instruction and air shows. Anna Serbinenko's Sky Dancer, (604) 946-7744, www.cfc.aero. 7/15

Basic installs to complete panel and glass retrofits. Great service and value pricing. Pacific Coast Avionics, (800) 353-0370, www.PCA.aero. 7/15

PROPELLERS Complete Propeller & Governor Service. Tiffin Aire, Tiffin, OH, (800) 5537767, (419) 447-4263. 2/08

AIRCRAFT PARTS Aircraft Tool Supply. Ring jobs just got easier. www.aircraft-tool.com. 8/14

Aircraft Parts for General Aviation. Special orders welcome. Aerozona Parts, Phoenix, AZ, (623) 581-6190.1/16 Specializing in oil coolers, fuel heaters, valves and more. Buy, sell, repair, overhaul, exchange. Pacific Oil Cooler Service, La Verne, CA, (800) 866-7335, www.oilcoolers.com. 1/16

Susan Biegel, MD, Certified FAA Medical Examiner, Upland, CA, wwww.susanbiegelmd.com, (909) 985-1908. 8/14

Let your dreams soar! Aircraft loans tailored to your needs. Liberty Bank, (831) 338-6477, libertybk.com. 1/15

Aviation Marketing/Copywriting Expert for your projects. A published former TWA captain/instructor. Bert Botta, (415) 320-9811, www.bertbotta.com. 1/16

PILOT SUPPLIES

www.sportys.com your single source for quality educational aviation products— always at a good price fax 1.800.543.8633 phone 1.800.SPORTYS Clermont County/Sporty’s Airport Batavia, OH 45103 2522:TFN

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ENGINES Quality, Service & Price, keeping the cost of aircraft engine maintenance down. Aircraft Specialties Services, Tulsa OK, (918) 836-6872. 10/06 Corona Aircraft Engines. Complete engine overhauls on all Continental & Lycoming engines. ECI Titans in stock. Corona Airport, CA, (951) 736-6452, www.coronaengines.com. 8/14 Aircraft Engine Parts & Service. Gibson-Aviation, El Reno, OK, (800) 9924880, gibsonaviation@msn.com. 11/14

OXYGEN SUPPLIES

“Doing it right the first time” Home of Peninsula avionics, sales & service. Jorgenson-Lawrence Aircraft Sales & Management, Palo Alto, CA, Airport. Larry Shapiro, (650) 424-1801. 6107:TFN

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New one-piece doors. Hydraulic or bifold. Schweissdoors.com, (800) 7468273. 1/15

FBOs Serving the General Aviation Community since 1981. Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviation.com.3/13

Northgate Aviation Chico Jet Center®

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The Airport Shoppe, Reid-Hillview Airport, San Jose, CA, orders (800) 6344744, www.airportshozppe.com. 10/06

TYPE RATINGS Arizona Type Ratings CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. www.arizonatyperatings.com, (602) 614-7994. 9309:TFN

SERVICES Protect your assets. Legally avoid California Aircraft Sales and Use taxes. Call for free consultation. Associated Sales Tax Consultants Inc., (916) 3691200 or visit www.astc.com. 3/06 Divorce-Paternity Cases. Contact Lawyers for Men's Rights, (213) 3848886, www.mensrightslawyers.com. Offices of Stuart J. Faber. 4/10

July 2016

Corona Air Ventures. Low fuel prices, amenities, tie-downs & hangars. Co-

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FLYING CLUBS

Charter Members Wanted for New Flying Club Bring back the thrill of flying in a Cherokee 180 or a Cessna 182 Whether you’re an aircraft owner, a seasoned pilot, a flight instructor, a student, or just want an affordable way to get back into the sky, become a charter member of our new Inland Empire Flying Club — an organization that makes flying fun again with affordable access to good, solid, wellequipped, clean aircraft. Membership includes maintenance, insurance, servicing or other costs involved in individual ownership. Contact Richard: (562) 208-5280 or ryardusa.com INLAND EMPIRE FLYING CLUB Corona, Chino and Riverside, CA 151100:TFN West Valley Flying Club, San Francisco Bay Area. Palo Alto (650) 856-2030, San Carlos (650) 595-5912, www.wvfc. org. 4/16

AVIATION ART/GIFTS Victory Girl Personalized Aviation Nose Art. Quality, service, lasting value. Personalized, hand-crafted art and decals. Contact www.VictoryGirl.com, (909) 297-6688. 11/13

230 VIDEOS/PHOTOGRAPHY Specializing in aviation photography. www.horizontalrain.com. 1/15

PUBLICATIONS Avionics Checklists & Quick Reference gudes. Available in book, card & new iPad editions. www.Qref.com or from your favorite supply shop. 8/14

The World Beneath Their Wings, A New Millennium of Female Aviators" by Julie Jervis. Dealer inquiries invited. To reserve your copy, call (650) 358-9908. 51108:TFN

Things My Flight Instructor Never Told Me & other lessons for aviators of all levels. (561) 752-3261, www.tmfintm. com. 11/07

HELP WANTED IN FLIGHT USA, the leading source of general aviation news, seeks writers and photographers to cover all aspects of aviation. Send an SASE for writer’s guidelines to: In Flight USA, P.O. Box 5402, San Mateo, CA 94402. TFN

MUSEUMS Military Aviation Museum Virginia Beach, VA (757) 721-7767 www.militaryaviationmuseum.org Flying Heritage Collection Paine Field, Everett, WA (877) FHC-3404 www.flyingheritage.com Palm Springs Air Museum Palm Springs, CA (760)778-6262, www.psam.org National Museum of the U.S. Air Force Wright-Patterson AFB, OH (937) 255-3286 www.nationalmuseum.af.mil

CLUBS/ORGANIZATIONS List your non-profit club or organization FREE on a space available basis. Send information to: 3rdavenue@embarqmail.com. EAA Young Eagles Offers free flights for aspiring pilots ages 8 to 17. www.youngeagles.org. 4/16

Air-Serv International

Provides "last mile" passenger and cargo air transporation to remote African sites for humanitarian organizations, such as Doctors without Borders. www. airserv.org. 4/16

AVIATION TRAVEL

Sell Your Airplane FAST!! with an In Flight USA Classified Ad

The original "Self-Fly Safari." Selfpiloted bush flying in Southern Africa, planned by Hanks Aero Adventures. info@selfflysafari.com, (518) 234-2841, www.SelfFlySafari.com. 7/15

Current Ad Expiring? To renew, email: 3rdavenue@embarqmail.com

Call (650) 358-9908

In Flight USA Mourns the Loss of

Thomas W. Wathen

(Airport Journals)

It is with great sadness that we inform you of the passing of Thomas W. Wathen, owner of the Historic Flabob Airport. Tom Wathen passed away peacefully in his sleep Monday morning June 20, 2016. Tom was a true visionary, leader, and the heart and soul of Flabob. The Tom Wathen Center sends prayers and deepest condolences to the Wathen Family.

Flabob Airport will host an honor ceremony for our beloved friend in the near future, more information to come.

In Flight USA Celebrating 30 Years

July 2016

AD INDEX Aerial Avionics....................52

Aviation Ins. Resources ......22

Horizontal Rain ..................38

Sky Dancer ..........................37

Aircraft Specialties Service 19

Aviation Seminars ..............24

JT Evans ................................4

Tiffin Air..............................43

Aircraft Design....................34

Aircraft Spruce....................15

Aircraft Tool Supply ............9 Airplanes USA ......................6

Airtronics ..............................2 Alliance Intl.Aviation ........12

American Aircraft Sales ....47

AOPA ....................................7 Arizona Soaring ..................41 Arizona Type Ratings ........16 Assoc. Sales Tax Consult. ..39

Aviation Oxygen ..................9 Bert Botta ............................43

Corona Air Venture ............36 Corona Aircraft Engines ....37 Divorce for Men..................32

Dr. Susan Biegel, MD ........14 Gavilan College ....................6

Gibson..................................22 Golden West ........................31

Hartwig ..................................3 HME Watches....................`32

Jorgenson Lawrence ..........50

Kitfox ..................................11 Liberty Bank........................46 Mountain High Oxygen........3 Old School Aviation............45

Pacific Coast Avionics ........10 Pacific Oil Cooler ..............16 Planes of Fame....................32

QREF Media ......................18 R&M Steel ..........................14

Sterling Air ..........................13

TJs Aircraft Sales ................23 US Sport Aviation Expo ....21 USA Aircraft Brokers ........31 Victory Girl..........................42

Watsonville Fly In ..............12 Wisconsin Aviation ......35, 38

Yanks Air Museum ............34 Zanette AC Insurance ..........5

Schweiss Doors ..................44

“Still Specializing In First Time Buyers And Student Pilots Needs" Hope your 4th was a blast, stay safe and lets visit soon!

RARE! 3500 TT, 1200 SMOH, 180HP, 1977 Cardinal great maintenance, can’t be prettier.

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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

Dennis Sanders brings Hawker Sea Fury T Mk.20 “N924G” around show center at Planes Of Fame's Airshow, May 1st 2016 at Chino, Calif.

Frank Sanders bought the airplane from Lloyd Hamilton in 1978 and painted it in Royal Navy 924 colors. It became the Sanders Family Fury and was flown at airshows around the country, using Frank’s patented self-contained smoke generator system. In 2012, after being stored at Sanders' Ione facility for 15 years, 924's Bristol Centaurus Mk.18 came to life and very soon after was flown to Arizona for new paint. Today, “924” is regarded as one of the finest Sea Furies in the world and is a regular on the airshow circuit as well as the annual Reno National Championship Air Races.

Photo by Anthony Taylor • warbirdfotos.com

Sanders Aeronautics has become a staple in the vintage warbird restoration community, completing some of the most impeccable examples of many types to grace the skies. The Sanders family will be bringing three of their Sea Furies to Reno in September, including Dreadnought (two time Gold Champion) and Argonaut and 924. Don't miss this one of a kind event!

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BONANZA AFTER

Aerial Avionics

MOONEY PANEL

at the Reid-Hillview Airport KRHV 2550 John Montgomery Dr. San Jose, CA 95148

Office: (408) 258-5858 joem@aerialavionics.com