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June 2016

www.inflightusa.com

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.

JUNE

2—4 3—4 3—5 4

4—5

8—9 11

11 — 12

17 — 18 18

Q Colorado Springs, CO: USAFA Graduation-Thunderbirds Display, 9:30 a.m. to 12:30 p.m., Falcon Stadium, (719) 333-7731. Q Paris, France: France Air Expo, Pontose-Cormeilles LlFPT. Q Salt Lake City, UT: Skypark Aviation Festival & Expo, Fri. 1 to 6 p.m./ Sat. 9 a.m. to 4 p.m., Skypark Airport-Wood Cross, wwwskyparkutah.com. Q Reading, PA: Mid-Atlantic Air Museum World War II Weekend, gates 8:30 a.m., Reading Regional Airport, www.maam.org. Q Hemet, CA: Hemet-Ryan Air Show, 9 a.m. to 3 p.m., Ryan Field, www.hrairshow.com. Q Greenwood, MS: Greenwood Airshow, gates 10 a.m., GreenwoodLeFlore Airport, www.airnav.com. Q Manitoba, Canada: Manitoba Air Show, 9:30 a.m. to 5 p.m., Southport Airport, Portage la Prairie, (204) 428-6030. Q Smyrna, TN: The Great Tennessee Air Show, gates 8 a.m., Smyrna Airport, (615) 459-2651, www.greattennesseeairshow.com. Q Bolingbrook, IL: Cavalcade of Planes, 10 a.m. to 4 p.m., Chow Int’l. Airport, www.cavalcadeofplanes.com. Q Albuquerque, NM: Open House & Air Show, Kirtland AFB, (505) 853-7500, www.kirtland.af.mil. Q Blaine, MN: Discover Aviation Days, 7 a.m. to 4 p.m., Anoka County Airport (Jane’s Field), (763) 568-6072, www.discoveraviationdays.org. Q Hendersonville, NC: “Just Plane Fun!” Air Fair & Fly-In, 10 a.m. to 5 p.m., WNC Air Museum, (828) 606-1252, www.westernnorthcarolinaairmuseum.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 Daytona Beach, FL: Aviation Logistics & Supply Chain Management Course, Embry-Riddle Daytona Beach Campus, proed.erau.edu. Q Salem, OR: Warbirds over the West Fly-In, 9 a.m. to 7 p.m., McNary Field, (503) 654-6491. Q Virginia Beach, VA: Military Aviation Museum Flying Proms Symphony Air Show, gates 3 p.m., Virginia Beach Airport, (757) 721-7767. Q Dillon, CO: Highest Show on Earth, 10 a.m. to 2 p.m., Dillon Marina, (970) 468-2403. Q Claremore, OK: Claremore Air Show, 9 a.m. to 5 p.m., Claremore Regional Airport, (918) 341-8688. Q Norwich, NY: Chenango County Airport Day, 8 a.m. to 3 p.m., Lt. Warren E. Eaton Airport, (607) 334-9430. Q Columbus, IN: Aviation Day, 8 a.m. to 4 p.m., Columbus Municipal Airport, (812) 376-2519. Q Mt. Vernon, OH: Knox County D-Day Event, 10 a.m. to 4 p.m., Knox County Regional Airport, (740) 397-9647. Q Urbana, OH: Military Appreciation Day, gates 9 a.m., Grimes Field, (937) 652-4319. Q Cozad, NE: Nebraska State Fly-In & Air Show, 9 a.m. to 4 p.m., Cozad Municipal Airport, www.nebraskaaviationcouncil.org. Q Syracuse, NY: Syracuse Int’l. Airport Airshow, gates 9 a.m., Syracuse Hancock Int’l. Airport, www.syracuseairshow.com. Q N. Kingstown, RI: Rhode Island National Guard Open House & Air Show, gates 9 a.m., Quonset State Airport, www.riairshow.org. Q Ontario, Canada: Borden Canadian Armed Forces Days & Air Show, CFB Borden. Inquiries: events@100yearsoffreedom.ca. Q Dayton, OH: USAF National Museum’s 4th Building Grand Opening, 9 a.m. to 4 p.m., Wright-Paterson AFB, www.nationalmuseum.af.mil. Q Mt. Comfort, IN: Indiana Wing CAF Warbird Expo, 9 a.m. to 4 p.m., Indianapolis Regional Airport, www.warbirdexpo.com. Q Boulder, CO: Airport Day, 9 a.m. to 3 p.m., Boulder Municipal Airport, bouldercolorado.gov. Q Denton, TX: Denton Airshow, gates 9 a.m., Denton Municipal Airport, denton.schultzairshows.com. Q Everett, WA: FHC Famous Fighters/Father’s Day, 10 a.m. to 5 p.m., Snohomish County Airport, (877) FHC-3404, www.flyingheritage.com. Q Lee’s Summit, MO: Airport Open House, 9 a.m. to 2 p.m., Lee’s Summit Municipal Airport, (816) 969-1800. Q Pekin, IL: Wings & Wheels Fly-In/Cruise-In, 7 a.m. to 3 p.m., Pekin Municipal Airport, (309) 348-3692, pekinmunicipalairport.com. Q Lakeview Terrace (L.A.), CA: American Heroes Air Show, 9 a.m. to 4 p.m., Hansen Dam Recreation Area, www.heroes-airshow.com. Q Rexburg, ID: Legacy Flight Museum Air Show, 9 a.m. to 3 p.m., Rexburg Municipal Airport, (208) 359-5905, rexburg.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.

Continued on Page 7

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Brad Stankey, the Mountain High Equipment & Supply Company (MH) General Manager believes that no pilot should have to choose between affordability and quality. His MH goals are focused on the aviation community with costeffective and affordable oxygen products and solutions. To this day, they have been successful in their goals, as most recreational pilots fly with MH Aviation Oxygen Systems throughout the globe. The company prides itself with an effective management system based on quality assurance and outstanding customer service that ensures pilot and passenger oxygen safety and satisfaction. Mountain High Equipment & Supply Company is a DBA of the parent company, AIR, Inc., (Aerospace Instrumentation Research, Inc.) incorporated in Oregon and located in Central Oregon at the Redmond airport industrial complex. Mountain High has an outstanding industry reputation for the research and design improvements to aviation oxygen use and the patented Pulse-Demand oxygen system used by pilots and other oxygen users worldwide. Founded in 1985 by recreational pilot and engineer, Patrick L. McLaughlin,

Solar Impulse 2 flying over San Francisco. The Solar Impulse pilots Andre Borschberg and Bertrand Picard utilized the MH Alps face mask and MH EDS O2D2 PulseDemand oxygen system. The MH EDS systems were designed and made in Central Oregon. (Photo courtesy Solar Impulse/Revillard/Rezo.ch) Mountain High and its employees have Before 1985, the majority of private been designing, manufacturing, and supaircraft pilots used older military-type or plying aviation and other types of oxygen repurposed medical oxygen devices to equipment and supplies worldwide for provide an oxygen supply to fly into the nearly 30 years. Mountain High higher altitudes. Equipment & Supply Company’s parent, An avid pilot, Patrick McLaughlin, AIR, Inc. is an in-house researcher, designed a light weight oxygen system designer, and manufacturer of patented for himself and, thereby, simultaneously saw an opportunity to provide a service state-of-the-art aviation oxygen equipment. All MH products are manufactured to the flying community by making oxyon site in Central Oregon. The company is gen equipment more suited to modern known particularly in the general aviation, day aviation available to pilots. glider, and homebuilt aircraft industries. Subsequently, Patrick and his wife,

June 2016

Susan, set up the Mountain High business in Salt Lake City. In early 2000, they moved to Redmond, Oreg., where MH has remained to this day. It was obvious to Patrick that his cannulated EDS Pulse-Demand oxygen system offered pilots the best opportunity for their dollar as well as safety and technical excellence in the higher altitudes. Soon the MH EDS and regulators became an important part of general aviation, from gliders to private aircraft, business jets, and midsize passenger aircraft. The company’s best- known products are the patented MH EDS O2D1 and MH EDS O2D2 digital oxygen control units. They are Full Authority Digital Oxygen Control (FADOC) devices, which are logic- controlled, electronic, and adaptive oxygen delivery devices. Pilots agree that MH products are real-time life supports. The company incorporates the strict quality control management system based on the international AS9100 standards to provide pilots with very durable and safe professional oxygen products. The company’s state-of-the-art ISO and FAA compliant manufacturing facilities ensure that its Continued on Page 18

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TABLE Volume 32, Number 10

CONTENTS June 2016

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ON THE COVER COVER STORY

PILOT REPORT

MOUNTAIN HIGH

FLYING THE DA42 TWIN STAR ROCKET SHIP

HIGH ON QUALITY AND AFFORDABILITY....Page 4

SOLAR IMPULSE

Page 20

FROM VISION TO REALITY Story Begins on Page 42 Photos on Page 49 Cover Photo Solar Impulse in San Francisco Courtesy Solar Impulse and Mountain High Equipment & Supply Co.

NEWS McKinney Receives Wright Brothers “Master Pilot” Award ......8 AOPA Opens Flight Training Poll ..................................................9 Sun ‘n Fun’s 2016 Top Gun Citation of Merit Awarded ............11 Tulsa Community College Aviation Center Grand Opening ....19 Bearhawk LSA First Deliveries to South Africa, New Zealand 24 Remos GXiS Takes Off for Maiden Flight ..................................26 Red Bull Pilots Get Bird’s-Eye-View of Mt. Fuji ........................27 Carbon Reduction Program In 150 Airports Worldwide ..........33 Red Bull Air Racing Drama in Japan..........................................33 EAA AirVenture NOTAM Now Available......................................35 Go for Launch: STEM Events at San Diego A&S Museum ......36 “Flying Tigers” Presentation Coming to Planes of Fame ........39 Truckee Tahoe Airshow: Top 10 List ..........................................44 Unmanned and Sunny Drove Education Event Slated ............47

FEATURES Editorial: Student Pilots… Getting Your Money’s Worth? By Ed Downs ..................................................................6 Review: The Art of Flying, Nostalgic Look at “The Jet Set” By Mark Rhodes ............................................................13 Pilot Report: Flying the DA42 Twin Star Rocket Ship By David Brown ............................................................20 Airman Finds Direction in Aircraft Maintenance By Sr. Airman Amber Carter ............................................28 Spotlight on Yanks Air Museum, So Cal Treasure By Annamarie Buonocore ..............................................34

COLUMNS Flying Into Writing: IFR From Palomar to Gillespie By Eric McCarthy ..............10 Contrails: Commuting By Steve Weaver ................17 The Homebuilder’s Workshop: A Three-Day Trip By Ed Wischmeyer ............25 Flying With Faber: Adventures in Dubai By Stuart J. Faber ..............29 Safe Landings: Never Again ........................................40 The Pylon Place: Preparing for a Great Reno Race By Marilyn Dash ................45

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

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In Flight USA Celebrating 30 Years

STUDENT PILOTS… ARE YOU GETTING YOUR MONEY’S WORTH? Editorial

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June 2016

By Ed Downs

es, we start with a very openended question, so let’s narrow it down. “Student Pilots” come in all shapes and sizes, ranging from the newbies who are just getting into flying to advance pro’s going for type ratings in large turbojet aircraft. In fact, every pilot is, or should be, a “student” any time they are exercising the privileges of being a pilot in command. This writer has been at it for 60 years and has yet to land from any flight without having learned something from the experience. For the purpose of this discussion, let’s stick to newbies who are just getting into the art of flying and even narrow it down a bit more by talking about the cost and quality of flight instruction. Now, you may ask, who made Ed Downs the know-it-all of flight instruction quality? Plainly stated, this writer does not claim to be the top expert in the field of instructing, but circumstances have given this writer an interesting look into the national window of what is going on, at least in the sector of flying with small, independent schools and part-time CFIs. As a long time CFI, and regular instructor for Aviation Seminars, a company that specializes in weekend training programs for a variety of written examinations and Flight Instructor Revalidation Courses (FIRCs), this writer works with hundreds of students every year. Additionally, Aviation Seminars guarantees results, providing private tutoring to those who have a tough time with written exams. That “guarantee” is, you guessed it, this writer. Through phone and computer, student pilots are helped with customized instruction. Both in class and when tutoring, this writer interviews students (and FIRC attendees) regarding their training, and then just listens, open ended, to comments about how they think their CFIs are doing. In looking at the comments received, it becomes clear that the large majority of students (both primary and advanced) who utilize Aviation Seminars services are working with independent instructors or through small, local flight schools. Most of the very large training centers integrate ground and flight training and operate as FAA Approved FAR141 School. These large outfits teach to strict standards and will probably not show the quality variances seen with independent CFIs. No doubt, the big schools have variances in instructional quality and experience, but the purposes of this dialog will be to direct comments towards the demographics served by my

personal experience. When talking about “getting your money’s worth,” one immediately jumps to how much the CFI is charging. Typically, the money paid to a Certified Flight Instructor (CFI) is the least of the cost a new student pilot will incur. With typical training, planes renting for an incredibly wide range of prices, perhaps as low as $40 per hour for an old Cessna 150 to more than $160 per hour for a new Cessna 172, the cost of renting the flying machine will represent at least two thirds of the total cost of a Sport Pilot or Private Pilot certificate. CFI rates seem to range between $30 per hour and $60 per hour. The fact is, paying top dollar to a top CFI can cut total flying time needed to obtain a rating down significantly, meaning an extra few bucks in the instructor’s pocket can cut down greatly on aircraft rental cost. But, it is certainly fair to expect that your CFI will earn what you pay him or her. The FAA expects a lot from CFIs as evidenced by the fact that the FIRCs require a section of the program be dedicated to instructor professionalism, covering subjects that range from common sense marketing to serious psychology and behavioral modification. Other portions of every FIRC cover instructional techniques such as creating organized lesson plans based upon student needs and experience. We CFIs are expected to be professionals in every sense of the word. Regrettably, this writer finds a common thread that runs through students who are having difficulty with learning to fly, especially in the headwork stuff needed for the written exams and their later encounter with the Designated Pilot Examiner (DPE). The most often heard comment is, “My instructor is a great pilot, but he (or she) does not like to do the ground school stuff.” Many admit that they get little in the way of pre- and post-flight briefings and simply meet their CFI at the plane to “kick the tires and light the fires.” Let’s take look at what you should expect, and all professional CFIs know what the FAA requires and all acceptable standards. 1. Is your typical lesson an hour or so in length? Do you pay for only what the “Hobbs meter” shows as due? Is an hour in the plane really an hour lesson? This writer does not think that an hour in flight is a “lesson.” To this writer, a “flight lesson” is two hours in length, a short cross-country lesson is four hours in length, and a long cross-country lesson is Continued on Page 16

June 2016

www.inflightusa.com

Calendar of Events Continued from Page 3 18

18 — 19

22 25

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JULY

2—3 2—4

4 7—9 8—9 9

9 — 10 16

Q Carson City, NV: Open House & Fly-In, 8 a.m. to 4 p.m., Carson City Airport, (707) 841-2255, flycarsoncity.com. Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Dayton, OH: VECTREN Dayton Air Show, Dayton Int’l. Airport, www.daytonairshow.com. Q Tumwater, WA: Olympic Flight Museum Air Show, gates 9 a.m., Olympia Regional Airport, olympicairshow.com. Q Ocean City, MD: OC Air Show, gates 10 a.m., Drop Zone Beach, (321) 613-3990, ocairshow.com. Q St. Thomas, Ont.: Great Lakes Int’l. Air Show, 10 a.m. to 6 p.m., St. Thomas Municpal Airport, greatlakesinternationalairshow.ca. Q Gaylord, MI: Wings over Northern Michigan Airshow, 9 a.m. to 5 p.m., Gaylord Regional Airport, wingsovernorthernmichigan.org. Q Hollister, CA: Hollister Airshow, Hollister Municipal Airport, (831) 6364365, www. hollisterairshow.com. Q Hamilton, Ont.: Flyfest, 9 a.m. to 5 p.m., Canadian Warplane Heritage Museum, (905) 679-4183, www.warplane.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 Sheboygan Falls, WI: Wings & Wheels, 8 a.m. to 3 p.m., Aviation Heritage Center, Sheboygan County Minicipal Airport, www.ahcw.org. Q Oakland, CA: Open Cockpit Day, noon to 4 p.m., Oakland Aviation Museum, (510) 638-7100, www.oaklandaviationmuseum.org. 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 Ypsilanti, MI: Wild Wednesday, gates 5:30 p.m., Willow Run Airport, (734) 483-4030, yankeeairmuseum.org. Q Howell, MI: Livingston County Airport Airshow, opens 10 a.m., livingstonairshow.com. Q Greenwood, SC: Aviation Expo 2016, gates @9 a.m., Greenwood County Airport, (864) 942-8557. Q Neosho, MO: Celebrate Neosho, main event 3 p.m., Neosho Hugh Robinson Memorial Airport, (417) 451-8050, www.neoshomo.org. Q N. Little Rock, AR: Wings over the Rock, North Little Rock Airport, (419) 360-7414. Q Vero Beach, FL: Vero Beach Air Show, Vero Beach Regional Airport, veroairshow.com. Q Evansville, IN: ShrinersFest Air Show, gates 9 a.m./airshow 1 p.m., Evansville riverfront, (812) 425-4376, www.shrinersfest.com. Q Ogden, UT: Open House “Warriors over the Wasatch,” gates 8 a.m., Hill AFB, (801) 777-5201, www.hill.af.mil. Q Davenport, IA: Quad City Air Show, 8 a.m. to 5 p.m., Davenport Municipal Airport, (563) 322-7469, www.quadcityairshow.com. Q Trenton Ont.: Quinte Int’l. Air Show, 10 a.m. to 6 p.m., CFB Trenton, qias2016.com. Q Battle Creek, MI: Field of Flight Airshow & Balloon Festival, various times & events, W.K. Kellogg Airport, (269) 962-0592.www.bcballoons.com. Q Gatineau, Quebec: Wings over Gatineau, 10 a.m. to 5 p.m., Gatineau Airport, envol.vintagewings.ca. 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 San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641.

The personal minimums contract Just about every pilot I’ve ever met has a set of personal minimums they use to help make the go/no-go/go-back decision. But almost none of them write those minimums down, and that can be a problem. It may not sound like a big deal, but the very act of writing down your personal minimums can force you to think more critically about them—“I won’t fly VFR if visibility isn’t good” is very different than “I won’t fly VFR if visibility is less than 5 miles.” And there’s something about writing it down that takes the emotion out of decision making. When you’re looking at piece of paper carrying your signature that says “I won’t fly if the ceiling is below 3,500 feet,” then you’re less likely to have the “yeah, but I really want to get there and maybe it will be OK” conversation with yourself when the ceiling is only at 3,100. All of this may seem obvious, and I suppose it is, but we know that accidents can happen because pilots who are anxious to get somewhere push themselves or their aircraft beyond their limits. Determining those limits when you’re not worried about missing the family reunion leads to better, more fact-based decision making. To help you think about and set your own personal minimums, the AOPA Air Safety Institute has created two personal minimums contracts—one for VFR and one for IFR flights. You can find them on the website—just search for “personal minimums contract.” The contracts take into consideration things like recent experience, aircraft equipment, terrain, and weather. If you’ve already done some serious thinking about your minimums, filling them out will only take a few minutes. Carry your contracts with you and update them periodically to reflect your comfort level, experience, and equipment. If you’re a relatively new pilot, they can make a great record of how your skills and comfort grow over time. Even if you’re a high-time pilot a contract can make the difference between good decisions and those you’ll regret.

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`

TIME

MODERNIZE

In Flight USA Celebrating 30 Years

By Mark Baker

President and CEO AOPA e all know the general aviation fleet is getting older. In fact, the average age of a single-engine piston airplane in the United States is about 47 years old. And if you own or rent one of these airplanes, you know that most of them are still equipped with avionics and technology from the 1960s, 70s, or 80s. That’s one reason the GA community is united behind changes to Part 23 airplane certification requirements–changes designed to promote innovation and lower the cost of bringing new airplanes to market. But we think that’s just part of the

answer, and we’re asking the FAA to develop a comprehensive policy for GA fleet modernization. While Part 23 changes have the potential to make new airplanes safer and more affordable, they don’t address the fact that most of us won’t be buying one of these new airplanes anytime soon. For one thing, these proposed changes won’t happen overnight. For another, cost will continue to be an obstacle for many of us. And we can’t overlook the fact that, at current rates of production, it will take decades for aircraft manufacturers to make enough planes to replace the existing fleet. What we really need is to be able to update our existing aircraft at a more affordable price. Today, it is extremely expensive and

time consuming for equipment manufacturers to meet the certification standards for putting new equipment in Part 23 aircraft. Often the barriers are so high as to be insurmountable. But it’s different for experimental aircraft. Let me give you an example of what I mean. Research conducted by a joint FAA-industry working group found that a homebuilder can install an autopilot for about $2,500, while putting an autopilot in a Part 23 airplane would cost between $10,000 and $15,000. And there are no big differences in those autopilots–they both have the same functionality and capability. They also represent largely the same “risk” when it comes to failure. So, why the big pricing gap? The time, money, and investment spent on cer-

June 2016

tifying one unit and not the other has a whole lot to do with it. We don’t think it has to be that way. And, we don’t need a rulemaking process to change it. Instead, we’re asking the FAA to review its policies and procedures for putting new equipment in older airplanes to make them more consistent with the riskbased approach to certification that the agency is already taking toward some types of equipment, like angle of attack indicators. We believe this is common sense for GA pilots and our industry. But I won’t pretend it’s simple. Harmonizing the rules, practices, policies, and culture of the FAA will take time and persistence. At AOPA, we believe it’s worth the effort, and we’re prepared to do the work.

GALE A. MCKINNEY RECEIVES WRIGHT BROTHERS “MASTER PILOT” AWARD

In Flight USA Magazine was proud to be a part of the Wright Brother’s “Master Pilot” award presentation to Gale S. McKinney, held at the Double Tree Hilton Hotel at Wichita International Airport on May 14, 2016. Most appropriately, this presentation was in the company of fellow pilots attending a Flight Instructors Revalidation Clinic, family members, FAA representatives of the Wichita Flight Standards Office, and longtime friends. Aviation Seminars Inc., and the Double Tree Hilton made contributions to this event. Jerald Eichelberger, Manager of the Wichita FSDO office and Mr. James Lamb, Wichita FSDO FAASTeam Program Manger, made the award presentation. The Wright Brothers “Master Pilot” award is the most prestigious award given by the FAA. To be factual, the “Mater Pilots” Award is not “given” but earned through the accomplishments of at least a 50-year career in aviation, which deems the recipient has earned a place in aviation history through lifetime efforts to promote flying skills, professionalism, and safety, having never received any form of FAA certificate action. To be sure, this year’s recipient meets and exceeds all established standards. McKinney, a resident of Kansas since

July 1, 1976, flew professionally for 60 years. He recently retired from active professional flying. Born in 1934, this Nebraska native attended college at Oklahoma A&M and Kansas City University. In 1955, he began his flying career by enlisting in the Navy as a Naval Aviation Cadet. After an arduous year and one half training, he won his wings and a commission as an Ensign in the U. S. Navy. Wanting to fly the big iron, he elected to fly land-based patrol planes. He served for more than 21 years, flying L-49 Lockheed Super Constellations, P2V-7 Neptune, EP3B/L-188, DC-4, and DC-6.

He saw service in Iceland, Hawaii, and the Pacific, including Japan and Vietnam. He retired from the Navy in 1976 and was hired immediately by Beech Aircraft Corporation as a production test pilot flying Bonanzas, Barons, Dukes, all the King Air series, Model 1900 Airliner, and the Beech Jet 400. After 17 years, he retired from Beech in 1992, continuing on as a contract pilot for a while and then joined Rangeflyers, Inc. as a ferry pilot delivering aircraft all over the world, including France, India, Australia, Japan, Taiwan, and South America. He also did some charter work in the U.S. McKinney holds

the following FAA flight certificates: • Airline Transport Pilot Airplane Multi-engine Land DC6/7, BE 300, BE -1900, MU-300, BE-400 • Commercial Privileges: Single and Multi-Engine Land and Sea, L-188, DC-4, L-49 • Flight Instructor Single and Multiengine, Instrument, Airplane • Ground Instructor, Advance, Instrument • Aircraft Dispatcher • Flight Engineer, Reciprocating Engine Powered McKinney earned his FAA Flight Instructor Certificate in 1962 and has kept it current ever since. With 21,185 pilot hours logged, he has decided to hang it up and retire from commercial flying. We at In Flight USA doubt that McKinney will leave aviation completely in the background, but there are some children, grandchildren, and great grandchildren who need his attention, not to mention some fishing and hunting time that need to be caught up on. Editor’s Note: We wish to thank Aviation Seminars (www.aviation seminars.com) and the Double Tree by Hilton, Wichita Airport (316/945-5272) for their contributions to this memorable event.

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June 20166

AOPA OPENS FLIGHT TRAINING POLL

The Aircraft Owners and Pilots Association (AOPA) announced the launch of its annual Flight Training Poll. The Poll will be open from May 23 through Aug. 22, 2016, and based on the Poll’s results, outstanding flight schools and instructors will be recognized through AOPA’s Flight Training Excellence Awards. “From a budding student pilot preparing for his or her first solo to the commercial pilot brushing up on VFR flight rules, we’re all students, and AOPA wants to hear from you. The AOPA Flight

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Training Poll is a great way to provide feedback, promote best practices, and acknowledge those schools and instructors who are industry leaders,” said AOPA’s Senior Manager of Flight Training Initiatives, Chris Moser. Poll participants will be eligible to win sweepstakes prizes generously donated by Jeppesen, Sporty’s, Aircraft Spruce, and Pilot Workshops. To take the poll, go to http://aopa.org/ftpoll. To read AOPA’s promotional guide for flight training providers, go to aopa.org.

GAMA PUBLISHES 2016 FIRST QUARTER AIRCRAFT SHIPMENT DATA

This month, the General Aviation Manufacturers Association (GAMA) published the first quarter 2016 aircraft shipment results.The general aviation industry shipped 614 aircraft in the first three months of the year for a total value of $4.5 billion. “The entire industry is feeling the impact of retrenchment in the energy sector as well as global geopolitical and economic insecurity,” GAMA President and CEO Pete Bunce said. “Despite these headwinds, our industry continues to invest in research, development, and certification of more efficient and safe products. Therefore, actions taken by elected officials to stimulate R&D and improve regulator efficiency have a far-reaching impact on the economy.” Shipments of general aviation aircraft were soft across the board with only a handful of bright spots. Piston airplane and rotorcraft shipments were stable at 191 and 60 units respectively in the first quarter compared to last year. Business jet deliveries declined by 4.7 percent from 128 in first quarter 2015 to 122 in first quarter 2016. The turboprop airplane segment’s deliveries slowed by 6.8 percent to 109 units. Turbine rotorcraft also declined from 141 to 103 units. Bunce continued, “This is why the certification and consistency in regulatory interpretation reforms contained in both the U.S. Senate and House FAA reauthorization bills are so critical to our manufacturers and maintenance, repair, and overhaul companies in terms of getting innovations and new technologies to market. We are also pleased that language contained in the Senate Transportation, Housing, and Urban Development Appropriations bill highlights

First Quarter Shipments of Airplanes Manufactured Worldwide

Piston Turboprops Business Jets* Total Shipments* Total Billings*

2015 193 117 128 438 $4.4B

2016 Change 191 -1.0% 109 -6.8% 122 -4.7% 422 -3.7% $4.0B -9.5%

Piston Turbine Total Shipments Total Billings

2015 60 141 201 $0.8B

2016 Change 60 0.0% 103 -27.0% 163 -18.9% $0.6B-30.4%

First Quarter Shipments of Rotorcraft Manufactured Worldwide

the importance of these reforms. Both the authorizers and appropriators also recognize the importance of improving validation activities between global regulatory authorities to reduce duplicative review.” “Next week, GAMA Board members will be on Capitol Hill, pressing home the need for these changes with members of the U.S. Congress,” Bunce continued. “We will be calling on them to move forward on bipartisan FAA reauthorization and appropriations legislation that expedites delivery of new products to market, better leverages industry and regulatory resources, and reduces costs to customers.” Note: Dassault reports combined civil airplane deliveries twice a year in accordance with company financial reporting procedures. The summary table data does not include 2015 first quarter Dassault deliveries to allow for a year-toyear comparison.

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In Flight USA Celebrating 30 Years

IFR

June 2016

FROM PALOMAR TO GILLESPIE

Flying into Writing By Eric McCarthy

ast month, I flew with a good friend, Bill, in his Cherokee Six from McClellan Palomar (KCRQ) in Carlsbad, Calif. to Gillespie Field (KSEE) in El Cajon, Calif. in solid IMC. It’s a short flight, covering a distance of only about 25 miles, but it can be challenging in instrument conditions due to the terrain. As I recall, we had about a 700-foot ceiling at Palomar at departure time. It was early, and Palomar’s tower had yet to open; we had the option of contacting SOCAL Approach for an IFR clearance to Gillespie, or wait for the tower to open and get a Tower Enroute Control, commonly known as a TEC route, clearance. Since the airport was due to open in about nine minutes, we opted to wait for the tower. TEC routes are pre-defined IFR routes the FAA has created to ease controller and pilot workload. The routing enables pilots to fly from one airport to another without leaving approach control – no need to talk to “Center.” TEC Routes are provided for IFR flights throughout the LA Basin and San Diego, as far east as Palm Springs and as far west as Santa Barbara. You do not need – we contacted clearance delivery, requested a tower enroute clearance to Gillespie, and received a standard IFR clearance. We departed Palomar plunging into the soft gray overcast marine layer, hoping to pop out on top, but it was not to be. On departure from Palomar, we were vectored south onto V23 and cleared to climb to 6,000. V23 is a coastal route usually offering a beautiful view of Southern California’s coastline and beaches, but not this day. We were in a solid cloud layer with nothing to see but gray. As we approached La Jolla, we were vectored east and began to bump along in and out of the cloud – mostly in. It was a bit turbulent but not too bad – enough to make it “sporting” as Bill puts it. I have an instrument rating, but I’m way out of currency and in no way proficient – heck, I wouldn’t fly IFR with me! That said, with Bill flying, I was able to look over his shoulder and keep an eye on our progress. Having a second set of eyes familiar with IFR procedures on board can be a real help; I’m not saying I did anything heroic, but I was able to assist with briefing the approach and calling out our step-down altitudes as we executed the LOC/DME-D approach into

Gillespie, allowing Bill to focus on keeping us upright and on course. We’ve both flown in the Gillespie area and know there’s some rugged terrain not far from the airport; remaining on course and maintaining appropriate altitude is critical on every instrument approach but particularly so in mountainous terrain. The localizer/DME approach to runway 27R at Gillespie terminates in a circling approach with minimums of 1,5001 and a half. I spotted the airport just as we leveled at 1,500 feet about a mile or so from the runway threshold. Visibility was pretty good beneath the cloud layer, and we were able to complete the circleto-land with no problems.

CAP Wing-Led Exercise

The purpose for our trip to Gillespie was to participate in a Civil Air Patrol Wing-Led Exercise (WLE). Every other year each CAP Wing is evaluated by the U.S. Air Force to determine its readiness to meet their requests. Exercises are conducted that simulate an event requiring CAP services. These could involve disaster relief, search and rescue, or some other service CAP could provide, such as VIP transport. As an example, following 9/11, when all civilian aircraft were grounded, CAP aircraft transported critical blood supplies between cities. In between these biennial evaluations, CAP conducts its own exercises to maintain proficiencies and readiness, again simulating events that would require CAP services such as an earthquake or a flood; these are the WLE’s. Unlike most other CAP exercises, where activities are carefully planned at the local level to maximize the training effectiveness and asset usage, events at the WLE are designed to simulate real-world activities. Aircrews, ground teams, and mission staff are told that some event has occurred and they’re to report to a base for further instruction. In other words, there’s a lot of “hurry up and wait” involved, just like the real world. That’s not to say it’s not all carefully choreographed, it is at a higher level, it’s just that the planning is not necessarily shared downstream with all the participants. Just as a real world event is unscripted, the WLE is designed to exercise participants’ skills and abilities. The California Wing consists of 65 Squadrons and thouContinued on page 12

SUN ’N FUN’S 2016 TOP GUN CITATION

June 2016

Greg Holden, a senior at Central Florida Aerospace Academy on the Sun ‘n Fun Expo Campus, was awarded Sun ’n Fun’s 2016 Top Gun Citation of Merit. Greg received a $4,000 Sun ‘n Fun scholarship and a flight bag from Sun ‘n Fun business partner MYGOFLIGHT. He plans to attend Embry-Riddle Aeronautical University in the fall. The Top Gun Citation of Merit is

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presented to the graduating senior student who has consistently demonstrated outstanding scholastic accomplishment, exemplary character, and motivating leadership during their tenure at Central Florida Aerospace Academy. The Top Gun honoree is an example to others in not only academic excellence, but in service to their community. He or she has been a regular and visible participant in

MERIT AWARDED

aviation-related programs and events. The Top Gun’s standout performance and work ethic in all areas define him or her as an influential moving force in the future of the aerospace industry, supporting the Sun ‘n Fun and Aerospace Center for Excellence mission of building A Brighter Future Through Aviation. He is pictured with Sun ‘n Fun

Chairman of the Board, Bob Knight, (left) and Sun ‘n Fun President/CEO, John “Lites” Leenhouts, (right) at CFAA’s end-of-the-year awards ceremony on Thursday, May 19, 2016. For more information, visit www.sun-n-fun.org

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

Greg Holden receiving his award from Sun ‘n Fun Chairman of the Board, Bob Knight, (left) and Sun ‘n Fun President/CEO, John “Lites” Leenhouts, (right) at CFAA’s endof-the-year awards ceremony on Thursday, May 19, 2016.

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

June 2016

Deal Represents Largest Commercial Aircraft Order in Vietnam

Milbank, Tweed, Hadley & McCloy LLP advised Vietnam’s VietJet on its agreement to purchase 100 Boeing BA.N 737 MAX 200 jets worth $11.3 billion. The deal, signed during President Obama’s visit to Vietnam, marks a landmark transaction for Vietnam as the largest commercial aircraft order ever in the country. The Milbank deal team was led by Singapore partner Paul Ng and associates, David Hon and Audrey Wang. “We are delighted to have advised VietJet on this complex acquisition of a new variant of the popular Boeing 737,

which is to come into service in the future,” said Ng. “We are honored to be a part of this landmark deal.” Milbank also advised VietJet on its $3.04 billion deal for engines made by Pratt & Whitney, a unit of United Technologies UTX.N, to power 30 Airbus A321 planes. AirFinance Journal recently recognized the firm’s Aviation Practice Group for 12 separate “Deals of the Year.” The firm’s global practice was lauded for playing a pivotal role on landmark aviation transactions across Asia, the Middle East, Europe, North America, and Latin America.

Flying Into Writing

Continued from Page 10 sands of Cadet and Senior Members, so you can imagine how complex an event like this must be to coordinate. For example, I flew on a mission that was to photograph certain sites so that they could be examined for earthquake damage. The aircrew planned and briefed the mission, preflighted the plane, and took off to execute the mission. As we approached our target sites, we realized that we would not be able to complete the mission due to clouds and restricted airspace. We reported our concerns to base and were retasked to search for an ELT signal some distance away. Needless to say, this was not something we had briefed and prepared for, so this required the crew to adjust “on-the-fly.” The Mission Pilot had to change course and navigate to the new location taking terrain and weather into consideration; the Mission Observer had to coordinate with ATC while helping with navigation and working the aircraft’s direction finding equipment; and the erstwhile Airborne Photographer now took on the Mission Scanner role, visually scanning the ground for whatever could be emitting the ELT signal. And that was the real purpose of the mission: to determine how the aircrew would handle and respond to changes to the mission that could, and often do, happen in the real world. I think we handled it very well, thank you!

Wings of Freedom

Returning home that evening, the

weather had lifted and we decided to fly up that beautiful coastline. Bill graciously let me fly while he enjoyed the view – as much as we all love to fly, there is a certain benefit to being able to relax and just look out the window while someone else flies. As we flew past the colorful paragliders plying the updrafts at Torrey Pines, Bill noticed a couple of traffic targets on the ForeFlight display in the vicinity of Del Mar: 12:00, same altitude, opposite direction. Hmmm… The targets were about five miles away and in the low sun and evening haze, we could not see them. As we got closer, the targets spread apart, and we finally got a glimpse of a large silhouette a half-mile west of us. It took just a moment for each of us to recognize the huge tail of a B-17 Flying Fortress. The Collings Foundation “Wings of Freedom Tour” was in town giving rides in their B-17 Nine-O-Nine, B-24 Witchcraft, B-25 Tondelayo, and their P-51C Betty Jane. The second target turned out to be a beautifully restored, privately owned Stearman gracefully carving lazy eights over the shoreline, the bright yellow biplane contrasting with the turquoise sea below. Both planes landed after us at Palomar and as we taxied to park, the B25 departed with a thunderous roar. Leaving the airport we were treated to the sight of the huge B-24 passing directly overhead on its approach to runway 24. What a thrill for those lucky passengers! Until next time – fly safe!

ASSOULINE AND AUTHOR, JOSHUA CONDON: June 2016

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REMEMBER WHEN FLIGHT WAS THE EPITOME OF CIVILIZED TRAVEL IN THE ART OF FLYING

1978 CESSNA P-210

2553TT, 815 SMOH Eng & Prop. New Garmin GTN-750, Garmin 430W, KCS-55A HSI, GDL-88, EI-CGR-30P Color EGT/CHT/FF, 400B A/P. NDH, All logs, Recent Annual w/Sal........................................................................................Price reduced to $144,500

1981 BEECH F33A

By Mark Rhodes

Assouline’s The Art of Flying (Assouline.com) is both a history of and love letter to “The Golden Age of Air Travel.” Few would argue that by and large present day commercial aviation has lost most of its sense of adventure, glamour, and definitely mystique even as it has become much more of an accessible mode of transportation for the general public. The Art of Flying is a nostalgic look back at the era of “The Jet Set” for whom nothing in the province of travel was outside the realm of the possible. The Art of Flying has the heft, elegance and beauty of a first rate coffee table book. However, within its sleek, sexy surface lies a rich, well documented history of the afore mentioned “Golden Age of Air Travel” which affirms some of the cliches of this era and lifestyle: Martinis? Check; Waiters in tuxedos? Check; Fine dining? Check; Glamorous pilots and stewardess? Check and Check. There are also some interesting notions about this era that the author Joshua Condon outlines. First off there were really two so called “Golden Ages” of air travel connected by the two World Wars. The first began with the end of World War I which saw a supply of aircraft and skilled aviators available which helped usher in the early era of passenger flying. This “first” Golden era bore more of a resemblance to the rough and tumble barnstorming eras in aviation as the first wave of airline passengers had to suit up with helmet, goggles and a flying suit as if they were going to engage The Red Baron. Almost all of these first passenger flights saw passengers exposed to the elements as enclosed cabins were not yet the

norm. Typically, these planes only carried a handful of passengers (about 4-8). Despite the high costs of a passenger ticket, many of the early carriers had to haul mail or one kind of cargo or another to maintain a profitable enterprise. Despite the initial rustic nature of commercial flight, air travel evolved at a steady rate. With expanding service to international venues over all the continents there came to be a greater demand and emphasis on providing basic creature comforts for passengers. During the late 20’s and early 30’s the pinnacle of luxury travel was found on ocean liners. At that point, this was not something passenger planes were even close to replicating. However, the airlines looked to replicate something more realistic and accessible to infuse air travel with comfort and a modicum of luxury. And so, the template for designing luxury passenger cabins for airlines were taken from the designs of cabins in luxury express trains. Pretty soon, passenger planes offered civilized amenities such as the in flight meal, flower arrangements, and linen tablecloths. Not only did the airplanes grow in sophistication the airports began to offer chauffeur service for passengers to and from the airports as well as restaurant and hotel accommodations at the sight of the airport. The subsequent and second socalled “Golden Age” was spurred by the mid-century “Jet Age.” Author Condon points out that the influence of jet technology didn’t just inform aviation it trickled down to influence auto design, architecture and even art. A linchpin of the 2nd “Golden Age of Air Travel” was the rise of the international airport. Among the most iconic was the TWA Flight Center at Continued on Page 14

2886 TT, 632 SMOH on Continental IO-520, 1393 SOH Propeller, complete log books since new; King Audio Panel KMA-24, Garmin GNS 530 Com/GPS w/WAAS, Garmin GDL-49 Weather Link, King KY-196 Com, King KN-53 NAV w/Glideslope, Century 2000 Auto Pilot (2 axis), Insight Strikefinder Stormscope, and lots more! Recent Annual.....................................................................................................................$144,950

1976 CESSNA A185F

1965 MOONEY M20E (SUPER 21)

4,986 TT, 711 SMOH. King Digital IFR w/KLN-94 GPS & DME. STOL, F. Float Kit, P-Punk gear, Extended Baggage + more. P+I - 8.5+, Fresh Annual upon Sale. Really shows Pride of Ownership...............................................$141,500

2818 Hrs. TT, 329 SMOH, King IFR w/KI-209 + 208, Garmin GTX-320A TXP w/Enc, GPS-95, ADF, KN-64 DME, Dig EGT, GAMI Inj. + More! Will deliver with fresh June 2016 Annual .....................................................................$43,500

1959 PIPER COMANCHE 250

1967 PIPER CHEROKEE 140

2417 Hrs Total Time Since New!, 1325 hrs SMOH, 90 hrs since factory New Cylinder Assemblies, King KX-125 Digital Flip-flop, NARCO VOA 4, King KT-76 TXP, King ADF. Recent P& I + One piece W/S, gap seals, new wing tips & more. October 2015 Lic., NDH, All logs........................$38,500

4273 TT. 361 SMOH, NARCO COM 120, 112 VOR/Glideslope, 3 lite M/B, King KT-76A TXP w/ENC. Toe brakes, EGT & 4 seats. April 2017 annual. All logs since new. NDH...............$26,850

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In Flight USA Celebrating 30 Years

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The Art of Flying

Continued on Page 13

New York’s John F. Kennedy Airport. Commissioned in 1955 and designed by the renowned architect and designer Eero Saarinen. This structurre was groundbreaking in its use of form to evoke the idea of flight thus linking the design with the purpose of the edifice. Another hallmark of this era was the increasingly civilized and sophisticated nature of the “cabin experience.” In-flight entertainment had been utilized fairly early in passenger flights (there were in flight movies shown on planes as early as 1925 with stewardess manning hand cranked cameras). In-flight lounges where passengers could get bar service and access to fine dining increasingly became the norm. The advent of pressurized cabins helped lessen turbulence which helped make a genuine dining experience a possibility and practicality on commercial airlines. During this time period, there was also an increasing sense of the glamor and sex appeal of flying. Pilots became a symbol of dashing masculinity and stewardesses became a mid-century ideal for female glamour, sophistication and worldliness. At roughly this point, Hollywood and the fashion industry became involved with the “branding” of some of the major airlines. Legendary designer and filmmaker Saul Bass, who worked with Hitchcock and Kubrick to create memorable title sequences to classics such as North By Northwest and Vertigo created logos for Continental and United Airlines. Braniff Airlines also hired famed artists to work on their “End of the Plain Plane” campaign where the companies aircraft were splashed with eye catching, pop art inspired patterns and colors. The Art of Flying also touches on the idea of flying being (or having been) a component of celebrity culture. The book contains shots of superstar performers

The peak of late mid-century commercial aviation made the experience of high class commercial aviation at best a sublimely civilized experience. (Courtesy Assouline)

like Elvis, The Rolling Stones, John and Yoko, Lady Gaga and so on disembarking from a flight basking in the privilege that this kind of travel affords. In many ways the spiritual end of the second Golden Age really was the shuttering of the Concorde program in 2003. The 2000 crash of Concorde-Air France flight 4590 helped usher out the Concorde as a mode of flight for what might be termed “the one percent” (David Beckham, Phil Collins, The Bee Gees” ) The reasons for this reach beyond the crash: Concorde flights weren’t fuel efficient, tickets ran to several thousand dollars; maintenance and repair costs were steep; and there was a considerable slump in air travel post 9/11. Condon seems to hint that there might be a third “Golden Age of Aviation” in the making citing companies like VistaJet who are attempting to return commercial aviation to the customer centered approach and sleek aesthetics of the best of mid-century commercial flying. Technological advances are happening all the time including the development of more efficient supersonic air travel. Most of these developments are being worked on at present for the near future and it is hoped that the pendulum might swing back to a time when air travel was the epitome of civilized living.

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In Flight USA Celebrating 30 Years

Editorial

Continued from Page 6 six hours in length, as these are the times needed to truly teach and evaluate results. Accordingly, this writer flat rates fees based upon the standard length of a lesson, not just flight hours. Such a method encourages a CFI to preflight properly, conduct only the flight training needed to meet an objective, and post light properly. Actual flight time may vary, but there is no incentive to stay airborne just to keep the Hobbs meter running. A CFI’s challenge to make all “lesson time” constructive and positive. 2. Does your CFI show up with a detailed lesson plan or simply take a quick look at your logbook to see what you did in your last lesson. Lesson planning is an FAA expectation, and the CFI is to maintain the records, which allow such lesson planning. This is an ethical practice that the FAA requires. It is the objective of the lesson plan that drives what is taught in a particular lesson, and it is the achievement of the lesson plan’s objective that drives the flight time. 3. Does your CFI’s lesson plan include necessary pre-flight training? For example, is each flight to and from the practice area made with a chart in hand? Has a rough course been plotted and are navigation aids used such as VOR or GPS? While these may be short “mini lessons” within a lesson, they can help greatly when faced with a written exam undertaken early in your training. How about aircraft systems training and a weight and balance check for every flight? Does your CFI have you check for NOTAMs, just to make sure that some event (political visitor, major fire, law enforcement, or drone operation) has not tossed up a TFR that can affect your local training flight? Remember, the FARs require that every flight have “all available information,” and it is up to your CFI to explain just what that means. That lesson plan should also include post-flight training, which may vary depending upon how well the flight went, but an objective should be established, even if it is not met. Finally, what record is maintained regarding your lesson? Is it just a scribble in tiny space provided by a logbook, or is your CFI using one of several very well thought out recordkeeping systems offered by training experts such as Jeppesen, Gleim, King, Sporty’s and other commercial providers? How will your CFI stand up to these questions? 4. Did you know your CFI is responsible to make sure you have been assigned “a course of study” that gets you into the stuff we normally think of as ground school? This is easy for the CFI to do, as all the companies previously mentioned offer pilot training programs that include excellent study materials. Many prefer a weekend program, like those

June 2016 offered by Aviation Seminars, where study materials are used in combination with live presentation and peer learning. No matter what you choose, a good starter set for study materials can be found in the relatively inexpensive FAA publications, Pilot’s handbook of Aeronautical Knowledge and the Airplane Flying Handbook. Both of these excellent books can be purchased at all aviation bookstores and online from several aviation supply businesses for around $20. Another “must have” is the brand new replacement to the Practical Test Standard (PTS), called the Airman Certification Standards (ACS). The new ACS very specifically specifies all the standards that must be met in order to pass the flight test, including detailed information on the knowledge, risk management, and skills that are attached to each flight maneuver. These new “headwork” topics have become a major part of the flight test and must be covered by your CFI for every training flight. This is so new that many CFIs who are not instructing full time might be unfamiliar with the new ACS requirements. The number of students, for all ratings, who have never even heard of the old PTS or new ACS, astonishes this writer. 5. Given a lesson plan and ACS, there should never be a doubt as to where you are in the training process. Your CFI should be able to tell you how you are doing, in quantifiable terms, with the help of the ACS. If pre- and post-flight training is something your instructor does not want to do, you have the wrong person on your team. However, be ready to pay for that ground time, it will end up saving you a lot of money in the end. CFIs who are obviously just building time to get a better job, ones who are mad at the FAA, or the occasional one who is cavalier about following regulations is not a CFI you want to hire. You, the student, also need to do your part and not simply show up at the airport, having given no thought to flying since your last lesson. Log on to www.faasafety.gov and set up an account. This is a terrific source of information with complete libraries on virtually every aviation-related topic… and it is free! Well, what do you think, are you getting your money’s worth from your CFI? It is probable that this topic will solicit both agreement and disagreement. We at In Flight USA would like to hear your thoughts. Just go to our website (www.inflightusa.com) and look at this editorial, which is published on our home page. Comments can be posted at the end of the editorial, and I will respond to those who might like to lean a bit more about what to expect during your training experience. Let In Flight USA be a part of your training team.

June 2016

Contrails

by Steve Weaver

t was summer, and the sky was that shade of blue that calls “come up and play” to any aviator gazing at it from the ground. The only clouds were wisps of fair weather cumulus high above me as I cruised level at 4,500 over the hills of Western New York. The visibility was more than 30 miles as I headed southwest toward my West Virginia home. I gazed out at the rolling hills beneath me from the seat of my spiffy new Cessna 152 that I had recently purchased, and I noticed traffic at my eight o’clock position. It was a half-mile or so away, going the same direction, and it was slowly overtaking me, which isn’t an unusual thing when you’re flying the little Cessna’s. As my traffic drew abreast of me, I did a double take. It was a sailplane! An airplane without an engine was passing me. At that moment, the gloomy shadow of doubt was cast upon my entire transportation plan. The year was 1981, and that spring I had regretfully left my employer, the Cessna Aircraft Company, where I had spent five deliriously happy but decidedly poor years. I had taken a job with one of my dealers in Upstate New York to run the Conquest Propjet program. I would work for Miller Aviation, marketing the 441 and 425 models that were just being introduced. While demonstrating the Cessna piston twins for the factory had been a hoot, I needed to make some serious money for the house I was building in West Virginia. The retail side of the aircraft business was where I thought I could do that. Moving my body around the real estate was never a problem when I was with Cessna. Besides having at my disposal the complete line of new twins that I was paid to herd all over the Northeast and demonstrate to potential buyers, I always had a personal demonstrator. It was sometimes a 310 but usually a 340, and I was allowed to use it within the zone as if it were my own. In addition, I carried the Cessna Air Card, which allowed me to walk up to any airline anywhere and climb aboard a flight just by signing my name. Obviously, this would be a rude awakening.

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COMMUTING

It’s a long way from Central West Virginia to Upstate New York, and after making the eight-hour drive a couple of times, I realized that as much as I wanted to go home on weekends, I couldn’t keep doing this. I needed an airplane––just like the people I had been selling them to for years. I had become an aviation consumer. Why not, I reasoned, buy an airplane that Miller could use in their flight school on leaseback? I could fly it home on weekends and through the week it would pay for itself, plying students through the air above Broome County. It would be a bit of adjustment I realized, going from my workaday 290 knots to the weekend’s 100 knots, but it was twice as fast as I could go in a car, wasn’t it? That year, Cessna had a prodigious flock of unsold 1980 152s that they were blowing out to their dealers. These were available at really bargain prices, and I bought one from a dealer friend who had a ramp full of the little beauties. As I recall, I paid $17,600 for one that had ferry time only and still smelled brand new. The transaction to the little airplane, it turned out, involved more than just adjusting to the speed. For the last five years, I had been flying serious IFR, allweather aircraft. Radar allowed me to pick my way through convective activity and usually if the airlines were flying, I was too. As a rule, only below minimum conditions at the destination airport, or it being closed for snow removal would keep me from my appointed rounds. Now I was flying a miniature airplane boasting one nav-com and a transponder as it’s total avionics suite, and a heated pitot beginning and ending the list of deice equipment installed. I would obviously need to adjust my weather standards. Ok, I reasoned, I would only fly light, en route IFR. The airplane came with the transponder pitot static check completed and was completely legal, if not suited, to enter the system. I would not depart IFR, or depart at all unless the destination was VFR with no convective activity, and since it was summer, I didn’t yet have to worry about icing. Early June saw the inaugural flight of Homesick Hillbilly Airways. I began

the ritual of launching into the prevailing southwest headwinds for home on Friday evening, and returning on Monday morning, always hoping for the more elusive tailwinds. For a while, until the memory of the eight hour drives dimmed, I was reasonably happy with the three hour, more with headwinds, weekend flights. The weather cooperated, and I don’t remember weather that made me cancel or violate my self imposed 152 IFR rules. I do remember one flight when I was solid IFR at 10,000 feet and doing about 80 knots, when the controller asked me to say my type in a tone that said, “What in the hell are you doing here?” But the realization soon came that weekends, when my 152 was gone, was when the Miller Flight School did most of its business. During the week when my airplane was there, the demand for the trainers was much less, and usually the school could fill it with the airplanes they owned and naturally needed to use first. The seeds of discontent with my transportation plan were sown, and two months later, they burst into full flower when the sailplane passed me. I spent the rest of the flight home thinking about what airplane I needed to replace the 152. By the time I landed, I had a plan. I would buy a Mooney. When I returned to the office in Binghamton, I started looking for my airplane. I knew that I wanted the M-20C model with the bulletproof 180 horsepower Lycoming, I wanted plenty of time left on the engine before overhaul, and I wanted the “Armstrong” manual gear to minimize that part of the maintenance. I wanted it IFR equipped, but that was lower on the list, since Miller had an avionics shop, where I could add equipment economically if needed. I settled on a 1967 model located in New Jersey and only a short flight from me. It had a factory new engine with less than a hundred hours on it. It had been hangared and had old but serviceable avionics. It had been landed gear up when nearly new, but the repairs looked good and on closer inspection, I found it had been owned by a doctor in West

(Steve Weaver)

Virginia who was well known, more for his flying than his doctoring. He had been the one administering the gear up, and I recalled hearing about it when it happened. The two owners it had had since the good doctor owned it had treated it well, and a pre-buy inspection reveled it to have only minor issues, which the shop at Miller could take care of. With the Mooney purchased and the 152 sold, I was ready to test my new and improved method of flinging myself home and back. I had done the numbers, and I knew the Mooney would cut my no-wind leg time from the 152s three hours to two, but what pleasantly surprised me on the first flight that I made with it was that I was not only going faster, but I was using less gas for the trip. I had reduced the no-wind time for the trip by one third, and I was burning about 20 percent less fuel, a great lesson in the efficiency that Al Mooney had preached for years. The Mooney proved to be a wonderful airplane for my transportation needs at that time in my life, solid and dependable, and I soon upgraded the avionics and installed a new interior. It served me well for the next 700 hours, carrying Dude, my Yellow Lab copilot, and me all over the country. When it was time for it to go, it gave me one last gift when it sold for more dollars than I had invested in it. If you walk past N2940L on a ramp somewhere, give it a pat on the spinner for me.

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In Flight USA Celebrating 30 Years

June 2016

The Story Behind the June Cover Continued from Page 4 MH product line follows an extremely strict standard of excellence, quality, reliability, and value. MH Oxygen Systems continues to research viable oxygen solutions through various research and development programs, production processes, and patent pending solutions. Oxygen is crucial to our bodies. When blood oxygen content is low, the human body slows down, becomes weak, easily fatigued, and mentally disorientated. Humans can go without food for days

and water for hours, but if denied oxygen for only a few minutes, survival becomes impossible. Blood is the liquid carrier of oxygen. Blood carries oxygen to all parts of the body to fuel the body’s systems and stimulate vital chemical reactions. When the human body is oxygen-deficient, it is not equipped to function properly. A lack of sufficient oxygen can quickly bring on hypoxia and its delimitating characteristics. Symptoms of hypoxia include dizziness; mental disorientation and impaired vision, particularly at night; rapid heart

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The oxygen dose is automatically and precisely matched to the altitude by an integral temperature-compensated barometric pressure sensor in the patented EDS control unit. Whatever the altitude, no adjustment is necessary. The oxygen supply is automatic and is always there, relieving the pilot and passengers of the task of manually adjusting for altitude changes. The EDS digitally monitors micropressure changes in the human breathing cycle, delivering a precise pulse of oxygen at the instant each inhaling cycle is detected. It can be connected to either a nasal cannula or an oxygen mask. The small, lightweight MH EDS control unit connects via a supply tube to an MH regulator on the oxygen cylinder. As mentioned before, Mountain High’s patented Electronic Oxygen Delivery Systems (EDS) is one of MH’s most popular products. MH’s newest Pulse Demand systems still incorporate all of the benefits of the legacy controllers – but with many improvements. Let’s start with the control switch: The EDS unit now incorporates a MIL spec ruggedized easy-to-grip rotary control switch providing improved reliability, increased ease of function, and visibility. This switch also has very positive position detents for excellent tactile feedback and making it resistant to changes from causal rubbing or bumping. Additionally, an improved manifold design allows for better breathing response and effort tracking. This, combined with a new circuit board, as well as a new micro-controller, gives improved power-conserving operations with even less RFI emissions, better respire-metric tracking, and finer resolution in dispensing of oxygen resulting in smoother steps from altitude and breathing changes. Other improvements include a dedicated bi-color system battery status light allowing much easier monitoring and definitive indication of battery condition. This status light also responds to each control switch change with a beep and green flash to confirm your actions. Also, the audio alerts and warnings are louder, more crisp, and dynamic to human hearing in an effort to be heard over modest cabin noise. The O2D2 has a 600-Ohm stereo external audio jack as well as a USB compatible (5VDC) external power port. If you should forget to turn your EDS off after use, it will now go into auto shutdown (drawing very little power) after three hours of detecting no use in an attempt to save the batteries for another flight. Other products of note in the lineup of MH offerings include an array of ground support equipment for the transfilling of oxygen cylinders. These include simple transfillers for individual pilots to Continued on Page 22

TCC RIVERSIDE COMMUNITY CAMPUS AND AVIATION CENTER CELEBRATED GRAND OPENING

June 2016

The new Tulsa Community College Riverside Community Campus and Aviation Center is designed to fuel the growth of Tulsa’s aeronautical industry. Tulsa Community College and the Jenks community celebrated the grand opening of the new facility at the Richard L. Jones, Jr. Airport. The facility houses the Aviation Sciences academic programs, including Professional Pilot, Air Traffic Control, Aviation Management, and Aviation Logistics as well as concurrent enrollment and university-transfer general education classes. “We are proud to broaden our commitment to aviation sciences education to keep pace with industry standards,” TCC President & CEO Leigh B. Goodson said. “TCC has been supportive and responsive of Tulsa’s aerospace and aviation industry community for the past 45 years.” TCC purchased the building in 2012 and began renovations in 2015. The 55,000-square-foot facility is home to TCC’s $1.4 million air traffic control classroom, a simulation lab that includes a fullmotion flight-training simulator, two other aviation simulators, and a fleet of six technically advanced aircraft for students in the professional pilot program. In addition, the facility has advanced, high-tech instructional space for aviation and general education college courses. Students will be able to take a number of general education classes, and this fall more than 100 Jenks High School students will be concurrently enrolled in college classes. “School leaders covet partnerships such as the one Jenks enjoys with TCC because the work we are doing together enables us to answer the academic needs of students as well as the employment requirements of today’s workforce,” Jenks Public Schools Superintendent Stacey Butterfield said. “I am thrilled TCC is making this investment for our young people.” In recent years, TCC has averaged nearly 40 graduates a year in the Aviation Sciences academic programs. The expansion of the academic program and addition of general education and concurrent courses provides an opportunity to meet the needs of the workforce industry and to prepare Tulsa area students for employment in various aviation related career fields. “The Oklahoma aerospace industry generates $27 billion in industrial output or 7.5 percent of the state’s total economy,” NORDAM CEO Meredith Siegfried Madden said. “The state has more than 500 companies and roughly 150,000 jobs in the industry with an average salary of

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$64,000. The Tulsa area has this wonderful facility, and this is where it starts.” GH2 Architects handled the design work, and Flintco handled the construction of the TCC Riverside Community Campus and Aviation Center. The facility used several unique design elements in converting the existing airplane hangar to a modern TCC campus and aviation program headquarters.

The project uses the latest fire suppression system technology that quickly dispenses foam to suppress a fire in minutes; LED lights throughout the facility; and a sustainable, energy efficient HVAC (heating, ventilation, and air conditioning) system. TCC is one of the most comprehensive community colleges in the United States ranking 36th in the nation in the

number of Associate Degrees it awards among nearly 1,100 community colleges nationwide. Serving nearly 28,000 students annually in credit courses, TCC is the state’s largest two-year college with four campuses in the Tulsa area. For more information on TCC, visit www.tulsacc.edu.

ROCKET SHIP

In Flight USA Celebrating 30 Years

By David Brown

istorically it has been difficult to design a twin-engine aircraft that can stand out from the pack. It needs to be an efficient cross-country machine, carry a useful load, and also be capable of training pilots stepping up from single engine designs. These days, it is also essential to take advantage of the latest technology. Diamond aircraft of Wiener Neustadt, Austria, has succeeded on all counts with the DA-42 Twinstar. Building on the success of the singleengine DA40, Diamond introduced the twin-engine DA42 with a first flight in Dec. 2002. European certification followed in 2004. Diamond brought a DA42 to Oshkosh 2004. On the return flight to Europe, Diamond Test Pilot, Gerard Guillaumaud, flew from Oshkosh to St. Johns. Newfoundland, then flew from St. Johns to Europe in one hop of 1,900 nm, touching down at Porto, Portugal some 12.5 hours later. This was achieved with the standard 78 gallons (a long range fit) with the addition of a 25-gallon ferry tank. This was flown at 11,000 feet and at 42 percent load, each engine burning 2.87 gals/hr. The average ground speed was 152 knots. The eyebrow-raising aspect of this flight for me was that Guillaumaud was diverted to Porto because of bad weather at Toulouse, France, his intended destination, and when he landed in Porto, the DA42 still had five hours of fuel in the tanks.

TDI

The original version of the DA42 was dubbed the TDI (Turbo Diesel with direct Injection). The TDI was given FAA certification in 2005, and this was the version seen for the next few years. However, the original engine supplier, Thielert, went bankrupt and forced the change to the Austro engines, which resulted in the second version, the DA42NG.

DA 42NG

The DA42 NG was FAA certified in 2010 with 168HP Austro engines and marked the widespread introduction of the DA42 as a long range and reliable touring/business aircraft. Embry Riddle Aeronautical University took delivery of four DA42 NGs in April 2012 for service at their Prescott, Ariz. campus. These have GFC 700 automated flight control systems (autopilots) together with synthetic vision for the

June 2016

Flying the DA42 Twin Star

Garmin G1000 displays. These DA42s criss-cross California and the western states on their IFR cross-country training missions from Scottsdale and are often seen at airports across Southern California. Diamond Test Pilots, Hannes Krautzer and Yaroslev Rekun, flew a DA42NG from the Diamond HQ at Wiener Neustadt, Austria, on a return trip to the Dubai air show in 2013. Their route crossed over Austria, Bulgaria, Turkey, Greece, Cyprus, Egypt, and Saudi Arabia en route to Dubai. They used oxygen to get over weather (cruising at up to 18,000 ft), and they used the DA42s de-ice capability. Weather radar helped to keep them away from thunderstorms. Their longest leg was 711 nm over Egypt and they flew 6,008 nm in 38 hours of flying time. DA42 NGs have crossed the Atlantic both ways between Europe and the USA, usually via Goose Bay, Greenland, and Iceland. That’s not all. The main EmbryRiddle campus in Daytona Beach, Fla., which has operated DA42s with Lycoming IO-360 engines since 2009, has ordered 10 DA42-VIs powered by Austro AE300s, which will be introduced in 2016.

DA 42-VI

In 2012, the definitive DA42-VI was introduced with new propellers and an aerodynamic cleanup. This improved cruise by about 15 knots. Weather radar and improved seats were options. At 92 percent Load (Load replaces the manifold pressure we grew up with) engines burn 15.5 gph. At 80 percent, this drops to 10.5 gph total. Private owner, Brian Meese, has made Europe his playground, flying between his home base in Sweden with DA42 SE-MIR to a range of destinations in Europe and England, mixing it with the big boys, performing instrument approaches at major airports such as Vienna and Amsterdam, and dealing with the fickle European weather, including wind, icing, and snow. Meese is particularly impressed by the combination of high cruise speed and low fuel burn of 13 gph at altitude. He is also enthusiastic about the good climb rate, which enables him to get through cloud layers containing icing and the flexibility in operations given by the weather radar. The first DA42-VI in the U.S. was N42DA flown and operated by David Passmore. Passmore and Diamond Test Pilot, Fritz Lehrer, ferried OEUDK/N42DA to the Diamond factory in

London, Ontario in 2013. This three-day delivery took them from Wiener Neustadt, Austria; to Wick, Scotland; and Reykjavik, Iceland the first day. The next day, they flew from Iceland to Greenland (Narsuassuaq) and on to Goose Bay, Labrador. On the third day, they flew from Goose Bay to Quebec, with the final leg from Quebec to the Diamond factory at London, Ontario to fit new seats, and change to U.S. registration markings and so that other upgrades could be completed. More recently, Private owner, Eric Parker, circumnavigated the USA solo in his DA42-VI during the summer of 2015. Starting from Charlotte, North Carolina, Parker’s scenic itinerary included Mt. Rushmore, Yellowstone Park, Glacier Park, the Olympic Peninsula, Crater Lake, Mt. Shasta, San Francisco, Palomar. and Tucson before touching down at Charlotte again. Eric Parker flew 6,135 nm in eight days through 22 states.

Flying the DA42

One description of the DA 42 I like is, “A speedy four-seat twin burning little more gas than a Cessna 172 while nudging 200 knots.” It’s true. This futuristic design is also one I call the Rocket Ship. This is because with two engines and flown with partial fuel and two souls on board it has a power-toweight ratio more appropriate to a fighter than a general aviation aircraft. Opening the throttles will jam you back in your seat on takeoff and get the DA 42 off the ground in just over a thousand feet. The DA42 Twinstar is easy to operate. I started flying twins many years ago. My favorite, and the one I have flown the most, was the Beech Baron. This was a typical multi-engine aircraft in sporting a thicket of throttles, prop levers, and mixture controls on a center console. Engine control could be demanding, and my flight planning assumed a fuel consumption of 24 gph. The Twinstar is far simpler and fuel-efficient. For the DA42, I usually plan for 14gph of Jet A. There are three main versions of the DA42. Handling characteristics are generally unchanged: The initial version of the DA42 was the TDI powered by two 2.0-liter Centurion engines outputting a total of 270 HP at 2,300 rpm. The efficient engines enabled it to make transatlantic flights with ease. The DA42 NG powered by 168 HP Austro engines superseded this. Most recently, the DA42-V1 appeared with new propellers and a raft

The ultimate in sleek composite construction, the DA-42 twin has winglets and a panoramic canopy. The fuel-sipping turbocharged engines run on Jet-A. (Diamond Aircraft)

New propellers and revised engine cowlings distinguish the latest version of the DA-42 seen here at the NBAA Convention in Las Vegas. Increased horsepower engines and improved aerodynamics bring cruise speed up to a touch under 200 knots. (Diamond Aircraft)

of aerodynamic updates, which raised cruising speed to within spitting distance of the magic 200 knots. All engines have ECUs (Electrical Engine Control Units), which means that the usual prop and mixture controls are eliminated. Each engine is controlled by a single lever, which drives the ECU. So engine operation is commendably simple.

Walkaround

Starting with a conventional walkaround, the DA-42 is an impressive bird. First of all, like other groundbreaking modern designs, it looks fast, with a sculptured composite fuselage, high Ttail, and purposeful looking engine nacelles. (It still looks like a rocket ship to me). After checking that all is switched off in the cockpit, we start with a conventional walkaround, checking the left wing and engine, props, oil levels, drains, and fuel caps. The fuel (Jet-A) is in main tanks in the wing and auxiliary tanks in the rear of each nacelle. Check the fuselage and empennage, including various drains and antennas. The structure is largely carbon fiber Continued on Page 21

June 2016

Rocket Ship

Continued from Page 20 reinforced plastic, and the finish is excellent. Don’t forget to pay attention to the winglets. It’s a big plane, and winglets are vulnerable in hangars and on the ramp. Continue around onto the right wing, where we check the engine and gear. At the nose, check that the left and right baggage doors are closed and locked and that the nose gear and doors are secure. We climb aboard using built-in steps at the rear of the wing, check the rear door is closed and locked, and slide down into the left seat. Pull the forward – opening canopy down to close it. The canopy can remain partially open for cooling during taxi. Front seats are not adjustable, but rudder pedals can be moved fore and aft to suit different leg lengths. The stick is mounted at the front of the seat as in the single-engine DA40. I am over six feet tall and have no problem fitting inside the DA42. Engine start is simple. As soon as the Electrical Master is switched ON, the G1000 displays (PFD and MFD) start to boot up. Once the engine instruments come up on the MFD, you can flip the left engine master to ON. (This brings the Left engine “glow” annunciation up on the PFD when the engine is cold). Once this goes out, just turn the key to the left to start the engine. On the MFD, check engine oil pressure and temperature are rising, and that coolant temperature is similarly going up and staying within the normal range. The engine will idle at 700-900 rpm, and the engine gauges will flash to remind you that you still need to start the other engine. Once the left engine is up and running, just repeat the start procedure with the right engine. While engine and coolant temperatures are rising to the green range, flip the avionics master ON, then check pitot, and stall warning heat. The usual checks include the autopilot emergency disconnect and manual/electric trims. On a cold day, it can take a few minutes until the engine temps are in the green, so to speed the process, I get ATIS and my IFR clearance out of the way while the engines are warming up. Once the temperatures are in the green on both engines, we are good to go.

Taxi and Takeoff

I check the brakes before moving off and check that nosewheel steering is effective (steering is controlled through the rudder pedals). Now we are ready to taxi out. The

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canopy gives exceptionally good visibility from the cockpit. Be aware of the 44-ft span. This is not a small plane. At the runup point, complete normal pre-flight checks, including flap extension and retraction and run the ECU test sequence on each engine. (This replaces the classical magneto checks on regular piston engines and simply entails pressing and holding the ECU test switches). The ECUs will now run through their test sequence for both engines. Long familiar to military pilots, these ECU checks are… well… different to the familiar mag checks we civilian pilots are used to, but you soon get used to this new game. With the ECU test complete, all engine annunciations are extinguished. We turn into wind, complete a max power check, finally close the canopy, and the last annunciator winks out. Cleared by the tower we taxi out, check visually that the runway is clear, and turn onto Runway 25L at Long Beach. I advance the throttles to full power, check the engine parameters, and release the brakes. Indicating 100 percent power, we accelerate rapidly, and the airspeed comes alive. Right rudder is needed on takeoff. In a short few seconds, airspeed reaches 80 kts, and I pull back on the stick to rotate. Once airborne, I check positive rate of climb, tap the brakes to stop the wheels rotating, raise the gear and accelerate to a climb speed of 90 knots. We climb to 5,000 ft out over our local practice area over the Pacific. After a series of clearing turns, I start into a steep turn (there have been a number of collisions in this busy practice area over the years, with aerobatic aircraft, combat flight schools, instrument training, and abinitio work all being performed. TCAS is effective, but I know from experience it will not catch everything, and the Mark 1 eyeball is a valued aid. The big bubble canopy of the DA-42 is invaluable here). Steep turns are set up with 60 percent load on the engines and 45 degrees of bank. There is some adverse yaw, so be sure to lead with the rudder. It’s heavier in roll than the single-engine DA-40 due to the inertia of the engines and the long wing, but handling is generally the same as the single-engine version. The Garmin PFD makes it simple to monitor bank angle and maintain the desired altitude. Don’t forget to keep balanced with the rudder. Slow flight can be set up with throttles back to 35 percent load. Set flaps to approach, then bring the gear down, check three greens and no red gear-intransit light. Go to full flap and slow to 68 knots. Right rudder is again needed here.

The stall is conventional, marked by buffet, and (eventually) a straight nose drop. Just bring the power back up and lower the nose to recover, and then clean up flaps and gear. A power-on turning stall is set up in a 20-degree bank with power set at 65 percent load in a gentle turn. There is gentle buffet, and eventually the stall warning sounds and the nose dips. Nothing dramatic.

Single-Engine Work

Single engine work is simple. Just turn the appropriate engine master off. The engine will stop, and the propeller will feather. Foot force to keep straight is not abnormal, and you can use the rudder trim to reduce foot force if required. To restart, switch the appropriate engine master back on, and if below 120 knots, use the key to restart. If above 120 knots, you can get a windmill start.

Cockpit layout of the DA42-VI. The GFC 700 autopilot controls are now integrated into the main instrument panel between the two Garmin G1000 displays. The cockpit arrangement is similar to the single-engine DA40, making it simple to step up to the DA42. (Diamond Aircraft)

Emergency Descent

One other trick the DA42 has up its sleeve is the emergency descent. The emergency descent is more often encountered in transitioning to turboprops, more specifically for a pressurization failure, when you have to get down quickly. This maneuver in the DA-42 is impressive. At idle power, gear down in lieu of airbrakes, and 20 degrees of bank, we can descend rapidly to lose a few thousand feet, while keeping the speed under 150 knots.

Landing

The DA 42 is quite maneuverable in the pattern. Crosswinds are countered by a gentle wing-down into wind, keeping straight with opposite rudder. I set up for the approach at 80 knots, reduce to 70 knots over the fence, and bring the power back to idle for the landing. The landing gear is very forgiving and the DA42 runs straight after touchdown. For shutdown, just turn off the avionics master and then flip the engine master switches to off. That’s it. All three versions, (TDI, NG, and VI) handle in a similar well-behaved way

Systems

The cockpits are very similar, with two Garmin G1000 displays for PFD and MFD. The displays are similar to those on the DA40, just with the addition of the second engine and its systems, which eases the transition. (I flew DA40s and

One of the Diamond DA42NG s of the Embry-Riddle training fleet, “RDDL 93” is N590ER and regularly flies to airports in Southern California (recently to John Wayne and Palomar/Carlsbad) on training IFR training flights from its base at Prescott, Ariz. (Embry Riddle University)

DA40XLs before starting the transition to the DA42 so was relatively familiar with the Garmin G1000). Autopilots fitted to the DA42 come in two flavors. The TDI has a KAP140, which is adequate. The NG and VI have the newer GFC700, which is better and gives speed control with flight level change, so avoids the trap of setting a high rate of climb, which could lead to a potential stall. No rain clearance is required. The canopy self-clears during takeoff. TKS icing is an option with de-ice fluid for the flying surfaces and the propellers. A number of oxygen systems can be used to take advantage of the capability to cruise at 18,000 feet. Cruise is where the DA42 excels. For cruise, just set a percent load or airspeed required. Then forget the engines. The ECUs will take care of the rest. There is no need for tweaking the mixture or prop settings. Let’s look at the cruise numbers. For a fast cruise at 90 percent load on the TDI at 10,000 feet, I found the TAS would settle down at 140 knots IAS (163knots TAS) burning around 6.5 gph per engine. Continued on Page 22

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Continued from Page 21 Now for the NG with the extra horsepower and at its best cruise at 92 percent (MCP), I would gain 10-15 knots TAS, and I would be burning 8.1 gph per engine. Going to the newest model, the DA42-VI again at 92 percent, the combination of the aerodynamic improvements, and the new propellers would gain me another three to five knots TAS, again burning 8.1 gph per engine. But that isn’t the whole story, as the NG and VI have a raft of options, including the latest G1000 avionics with synthetic vision and weather radar in the nose. With this degree of sophistication, similar to business jets, flight planning can be more accurate and flexible. What if an engine quits? Service ceiling drops from 18,000 feet to around 12,000 feet. Handling an engine shutdown is conventional multi-engine technique of identify and verify. The propeller will feather automatically. Just take your time and retrim the rudder. For single-engine training, the engine can be shut down by flipping the engine master to OFF and restarted just as simply by putting the engine master back ON. If airspeed is below 100 knots, restart with the key, or if it is above 125 knots, the prop will windmill and restart when the engine master is switched on. Here in Southern California, we have a growing number of DA42s based at our local fields and used for multi engine training, charters, and cross coun-

June 2016 tries. They are useful and fun to fly.

Technical Specifications DA42NG

Engines 2 x 168HP Austro E4 Propellers MT 3-blade constant speed full feathering Service ceiling(ft) 18,000 Single engine ceiling (ft) 10,000 Takeoff ground run (ft) 1,503 Takeoff to 50 feet (ft) 2,405 Empty Weight (lbs) 3,153 Takeoff Gross weight (lbs) 4,100 Vrotate (knots) 80 Demonstrated crosswind component 25 knots clean, 20 knots with Approach flap Dimensions: Length 28 ft 1 in Height 8 ft 2 in Wingspan 44 ft Weights: Maximum takeoff weight 4,187 lbs Useful load 1,174 lbs Fuel capacity, usable 72 US gal (Jet A) (w/ Aux tanks) Performance: Rate of climb 1,280 ft/min Maximum operating altitude 18,000 ft Maximum SE ceiling 10,000 ft Maximum landing gear 194 kts operating speed Maximum demonstrated 25 knots crosswind Range 914 nm

Behind the June Cover Continued from Page 18 elaborate cascading systems suitable for FBOs that require the ability to connect to a variety of aircraft oxygen systems. The MH FPR (four-port regulator) provides up to four outlets with oxygen from a single lightweight, easily carried portable pack. The FPR uses quick disconnect couplings to connect the tube from the MH EDS control unit to the regulator on top of the oxygen cylinder. The couplings ensure easy, safe, and secure connection and disconnection. A shut-off valve in the CPC coupling body automatically seals oxygen supply once the tube is disconnected. The connector’s unique thumb latch design on the coupling produces an audible “click” when a secure connection has been made. This assures that there is an airtight connection that will not leak. The foolproof Plug-and-Play couplings play an integral safety role in the MH state-of-the-art oxygen products. Built-in aircraft oxygen systems are also available using either the constant flow or pulse demand delivery methods. These can be configured in a

variety of ways to suit the customer’s needs. The MH remote-controlled valves and regulators have applications in not only the aviation industry but also in the industrial and mining fields. The confidence placed in MH Oxygen Systems is evident in the endeavors of some of its notable customers. Solar Impulse recently completed another leg of their around-the-world history-making flight utilizing MH EDS Pulse Demand units together with the MH Alps Masks. MH technology has also been a part of the ongoing Perlan Project – a project to fly a sailplane above 100,000 feet ASL over Argentina with scientific equipment aboard to research the ozone hole that exists there. The U.S. Army equipped many of its Special Forces with the MH EDS pulse units to allow them to safely deploy over the mountainous regions of conflict. Mountain High continues to invest in innovation, products, and processes that will keep it at the forefront of aerospace technology – always keeping the best interests of the customer in mind.

June 2016

GA GROUPS URGE SENATE NOT TO CAP FLIGHT TRAINING FOR VETERANS www.inflightusa.com

By Elizabeth A. Tennyson AOPA

In a joint letter to leaders of the Senate Veterans Affairs Committee, 10 general aviation associations urged the full Senate to reject calls to place limits on flight training benefits for veterans. The letter noted that aviation training provides a path to a well-paying civilian career and urged lawmakers to ensure that veterans can use their benefits for flight training, adding that “absent significant personal financial resources, no veteran can attain an aeronautical college degree that includes earning a commercial pilot license.” Such flight training programs do not

approved the Veterans First Act without the controversial cap on flight training. “We appreciate the Senate Veterans Affairs Committee’s leadership on this issue,” said AOPA President Mark Baker. “Our veterans have earned their benefits and they should be allowed to use them to pursue the education and career of their choice – including a career in aviation.” In addition to Baker, the letter was signed by the leaders of the Experimental Aircraft Association, General Aviation Manufacturers Association, Helicopter Association International, National Association of State Aviation Officials, National Air Transportation Association, National Business Aviation Association, Air Line Pilots Association International,

AIR TRACTOR BUYS DRONE STARTUP Quadcopters Made for Farming

By Jim Moore, AOPA

qualify for federally backed student loans and financial institutions often treat them as unsecured loans with high interest rates. “Given the pressing need for pilots in this country across all sectors, a cap would be counterproductive not only to veterans but to our nation’s economy,” the May 17 letter said. To help address concerns about flight training benefits, the signatories offered to work with the Veterans Affairs Committee and the Senate to establish a joint working group, including Veterans Administration officials, aviation associations, collegiate educators, and flight training providers. The letter was sent one day after the Senate Veterans Affairs Committee

Until the recent acquisition of Hangar 78 UAV (and the hiring of Wes Hall, managing partner of that drone startup), Air Tractor had exclusively made manned aircraft. The company has produced agricultural aircraft for decades, with the current line including various single-engine turboprops fitted with tanks that have a capacity up to 800 gallons, and sprayers used for agriculture and firefighting, eradication of illegal drugs in the field, and oil spill cleanup at sea. The company announced the acquisition of the drone startup on May 25, bringing much smaller aircraft into the fold: specifically quadcopters (including the Hangar 78 UAV flagship Yield Defender) made for aerial survey and mapping missions, and principally developed for crop surveillance. Infrared cameras and light detection and ranging (LiDAR) sensors fitted on drones capture a rich trove of data, including soil moisture, crop condition, and topography that helps farmers adjust irrigation, fertilization, and pesticide application for maximum efficiency. “We have done our research, and it’s clear that aggressively investing and further developing unmanned aerial systems into agriculture will enable Air Tractor to

remain an industry leader and provide the latest technology to agricultural producers as UAS (unmanned aerial system) capabilities mature and are integrated into the industry,” said Jim Hirsch, president of Air Tractor, in the news release. Based in Olney, Tex., Air Tractor opted to buy a locally grown drone company. Hall, who built his startup near Dallas, previously worked at Boeing and Lockheed Martin, according to his online biography, and worked on systems including Air Force One and the F-16 and F-35 fighters. He earned his airframe and powerplant mechanic’s certificate prior to undergraduate studies at Southern Illinois University. Hall will continue to develop the Yield Defender in his new role as vice president of UAS technologies at Air Tractor. “We are very passionate about the vision and extremely proud to join the Air Tractor family,” Hall said in the news release. “This acquisition allows us to widen our engineering expertise, reach global markets, offer cutting edge technology, and expand our customer support solutions.” Air Tractor enters the drone market as the once-hot agricultural aircraft market has cooled a bit, though it has always been cyclical, Hirsch noted in a telephone interview, and that had nothing to do with

the company decision to jump into the drone market. (Both Air Tractor and Thrush logged double-digit declines in aircraft shipments and revenue for 2015, according to data from the General Aviation Manufacturers Association). Drone sales are projected to grow significantly in the years to come, though actual sales have lagged behind some of the most optimistic early projections. Industry insiders attribute this in part to the long-delayed effort to update FAA regulations to facilitate more widespread commercial drone use. Those regulations, specifically FAR Part 107, are expected very soon. Agricultural work may be the first type of drone mission that really takes off, drones being well suited for the tasks of monitoring crops in detail, with precision, and on a large scale. Hall, in the telephone conversation, noted that Yield Defender is designed to operate autonomously (though a pilot and visual observer are always involved, as the FAA requires), which allows it to fly very precise grids, collecting images that can be stitched together to form a larger picture covering a farm of virtually any size. Hirsch said Air Tractor’s primary customers – independent aerial application operators – have expressed interest in

Air Medical Operators Association, and The Association of Air Medical Services. AOPA and others had previously opposed provisions in the House Veterans Employment, Education, and Healthcare Improvement Act (H.R. 3016) capping flight-training benefits at $20,235, a figure too low to allow students to earn a commercial certificate needed to begin working as a pilot. Despite objections, that legislation passed with the cap intact. The full Senate must now vote on the Veterans First Act. If it passes, the Senate and House will have to reconcile their differences and reach agreement before the legislation can become law.

unmanned systems, and in some cases already added drones to their fleet. “In the past couple of growing seasons,” Hirsch said, “there has been interest from that group.” Marketing the Yield Defender and other drones to operators who are already well-trained and well-versed in manned aviation, particularly agriculture, makes a lot of sense, Hirsch said. “Putting aviation decisions in aviation-savvy people’s hands is a good thing,” Hirsch said. It is also likely that those who operate one or more manned aircraft will have the resources to add a $12,000 drone (the list price for Yield Defender) to their fleet, more so than a small farmer would.Hirsch said the company will work to continue developing drone technology, including tools for situational awareness and detectand-avoid capabilities that will help drones and manned aircraft safely avoid each other. It is not lost on Hirsch that this same technology will eventually eliminate the need for a pilot in the turboprops that remain Air Tractor’s bread and butter. “Everybody sees that on the horizon,” Hirsch said of the potential for unmanned crop sprayers, though he expects it will be many years before the technology is mature enough, and regulations allow operations like that.

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TUSKEGEE UNIVERSITY AWARDED NEARLY $500,000 TO BRING FLIGHT SIMULATOR PROJECT TO ALABAMA CLASSROOMS In Flight USA Celebrating 31 Years

Macon County middle school students and teachers will soon take their knowledge to new heights with help from Tuskegee University. An exciting project led by Tuskegee will introduce an innovative approach to teaching and learning science, technology, engineering, and mathematics (STEM) in area schools. Funded with a $482,107 grant from the National Science Foundation, the “Fly High Your Math and Science Skills” project will use a flight simulator as an active teaching and learning tool for students to strengthen their mathematics and

science concepts. Also, professional development for teachers and summer camps for students will be conducted with hands-on activities to help them experience and understand the importance of math and science in the real world. Dr. Chadia Affane Aji, professor of mathematics, is the Principal Investigator and Dr. Javed Khan, head of the Aerospace Science Engineering Department, is the Co-Principal Investigator. The project will start Sept. 1, and the grant period ends Aug. 31, 2019.

“The challenges of learning mathematics and science in schools continues to be a major concern for students who pursue STEM careers,” Aji said. “Exposure of middle school students to this learning environment at Tuskegee University will enhance learning, excite interest, and motivate our target audience.” Aji and Khan believe the middle school students will also benefit from the project by improving their understanding of math and science concepts, communication skills, and teamwork during the

Bearhawk Aircraft announced this month the delivery of two Bearhawk LSA aircraft kits to South Africa and New Zealand. The Bearhawk LSA, available as a Quick-Build kit, is a two-place tandem seated aircraft resembling the Piper Super Cub and other high-wing aircraft used for sport, recreation, and utility. It differs notably by its single-strut-

braced, all aluminum wings, and advanced airfoil. The aircraft is a lightweight all-new design by Bob Barrows that meets Sport Pilot requirements. Recently, Bearhawk Aircraft shipped its first LSA aircraft kit to the southernmost nation in Africa. The recipient was Wayne Giles who coincidentally took delivery of the first Bearhawk Patrol

kit, also in South Africa. Giles plans to use the new LSA as a demonstrator for additional aircraft sales in the region. “These Bearhawk aircraft continually prove themselves to be ideally suited for the harsh conditions in Africa,” commented Brandon Giles, son of Wayne Giles. “We are really looking forward to receiving the LSA. I have great confidence in Mr. Barrows’ designs. It is no doubt going to be another spectacular aeroplane,” added Wayne. Wayne Giles builds award-winning aircraft. His Patrol has earned its second honor at the national EAA convention in South Africa, held recently in the seaside town of Mossel Bay. This year’s prestigious “Concours d’Elegance” award designated Giles’ Patrol the best looking aircraft in attendance. At the 2015 convention held at Margate, eastward along the seaside, Giles’ Patrol took “Best Tube and Fabric Aircraft” award. Upon completion of his Patrol, Giles became the first Bearhawk Patrol to fly in South Africa. He quickly began turning heads in the region, not only for the aircraft’s appearance but also for its performance. Giles reports cruise speeds of 155 mph IAS at 75-percent power with a Superior IO-360 engine developing 180 hp and a MT-Propeller three-bladed composite prop. On a recent trip, Giles flew his Bearhawk Patrol [950 plus pounds empty] alongside a friend’s SIAI Marchetti S.205 [1,630 pounds empty]. “I’m not sure if you are familiar with this aircraft. Italian design retractable gear, this version has a 180 hp engine. At 65 percent power setting in the Patrol we were evenly matched; he was at full

June 2016

summer camps. Their teachers will also be provided support to implement the teaching methods in their classrooms, so even more students can benefit from the project. Additionally, some undergraduate students from Tuskegee University will be supported so they may assist the project team and mentor middle school students. “These undergraduate students will gain valuable service learning experience,” Aji said. For more information, visit www.tuskegee.edu/marketing

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The Bearhawk Family throttle. At 70 percent power on, the Patrol could fly away from him. This is quite remarkable for a bush aircraft type,” stated Giles. Mark Goldberg, president of Bearhawk Aircraft added, “It is actually unbelievable that this Patrol with eight and a half by six tires and landing gear out in the breeze would be faster than a retractable gear SIAI Marchetti. Both have 180 hp engines.” Surprising the aviation community of South Africa, Giles has great appreciation for his Patrol’s fast cruise speed. Its speed is afforded while still being able to land and takeoff as short as a PA-18 Super Cub. The Patrol’s speed is attributed to its Riblett 30-413.5 airfoil design and flush riveted wings. The airframe’s lightweight, durable design makes the Continued on Page 25

June 2016

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A THREE-DAY TRIP

Homebuilder’s Workshop

o you like the number three? Do you believe that it is possible to fly from coastal Georgia to central Arizona in three days? Do you remember what happened to the S.S. Minnow when it went on a three-hour trip? (Hint: think Gilligan’s Island). So I actually had a plan for this trip, me who’d rather do takeoffs and landings and approaches at home base rather than endure the interminable boredom of 30 minutes of straight and level to get to the next airport… and that plan was to fly from Savannah, Ga., to Prescott, Ariz., where I used to live and where, God leading, I might end up retiring full time or part of the year, with the winter months spent with my good friends and spinal surgeon in Savannah. So I rented a cottage on VRBO, packed the airplane, and set off on a fine Saturday morning, expecting to cruise into Savannah Monday morning when the rental term started. One of my goals is to take off and land in all 50 states, and I’d missed a few here and there, like Louisiana and Alabama, both of which I’d flown over (you young pilots take note and don’t waste your opportunities). So the first stop was Alexander City, La., chosen for being in Louisiana and for having cheap gas. This was my first serious cross country in the RV-9A, and I let the autopilot do all the flying while I fussed and messed with the Garmin G3X touch, its enormous capabilities, its steep learning curve, and all that. When I took over manual control on the 45-degree traffic

Bearhawk LSA

Continued on Page 24 Patrol the perfect aircraft for utility, STOL, speed and handling. The Bearhawk LSA follows a similar design philosophy. Meanwhile across the Indian Ocean, the first Bearhawk LSA kit to be shipped to New Zealand has arrived. The LSA

pattern entry, after more than an hour of automatic flight, it felt really, really strange. The next leg, a very short one, took me to the edge of the ugly weather and to Tuscaloosa, as in the song “ Dixie Train” and also home to Bear Bryant Stadium, the Bear Bryant Museum, Bear Bryant Boulevard, and much, much more. Yes, this is the home of the University of Alabama, and I had the feeling that yelling “ War Eagle!” (the cry of their arch-rivals, Auburn University) would probably be a felony. I didn’t try to fly any farther because of a front with severe thunderstorms and tornadoes. (Alabama has elephants as an informal mascot because the football team was once described as a herd of elephants. I wonder if that’s what put the “ tusk” in Tuscaloosa…) The next day, I started up the plane, hoping to make a few miles in maybe crummy VFR, and it was actually less than crummy VFR. Back to the airport, spend the day in Tuscaloosa, mostly at the airport hoping the weather would improve. It finally did, and I made it to Louisiana, accomplishing the second and final goal of my states for this trip, landing right across the Mississippi from Vicksburg. The next morning, I came out to see how far I could get under a 1,400-foot ceiling. The answer was not even to crosswind, as some of those 1,400-foot clouds were slacking off and lounging around at 600 feet. A low traffic pattern got me back to the airport okay. If I’d been instrument current for this trip, I could have punched through

the low clouds, but I had not paid enough dues with the G3X for my CFII buddy to sign me off. Nor did I feel comfortable with the IFR, so it was back to a different hotel. The next day, I actually made progress! I did two landings in Texas and then an overnight in Carlsbad, N. Mex. But after going bump, bump, bump across west Texas, three legs were enough, and I had had enough fun. There is a great FBO there, by the way. Also in Tuscaloosa there were Dixie Air Services everywhere I stopped. So the next day, I got on one leg to Deming, N. Mex., after the winds reluctantly abated. There’s not much going on in Deming, but I chose it over Las Cruces, my traditional stop, because Las Cruces wouldn’t let me take a courtesy car overnight (none of the airports would), and the only hotel that had a shuttle service was pricey. I stayed at an inexpensive hotel with an inexpensive restaurant. It was a good value, but you get what you pay for. I got an early morning ride to the airport, hoping to make it to east Phoenix before the winds picked up. Fortunately, the airport gate was open, and the motel shuttle got me right to the airplane. Fifty miles from Phoenix, I realized that because Arizona does not do daylight savings time, I had an extra hour to make it to Prescott before the winds were fore-

project joins five Bearhawk and Patrol kits already completed or under assembly there. The LSA kit was purchased by a retired crop duster/spray pilot with many thousands of hours of flight time. Bearhawk Aircraft manufactures high-quality Quick-Build aircraft kits for the Bearhawk four-place, and two-place

tandem, Bearhawk Patrol, and Bearhawk LSA. Designed by engineer, Bob Barrows, the Bearhawks have excellent performance and superb flying characteristics in common. Bearhawks are known for their short field capability, higher than expected cruise speeds, and very gentle slow speed manners. For utility and

Ed Wischmeyer cast to be 20G30 (20 gusting to 30). I used my handheld GPS to estimate my time to Prescott (I’d not yet found the super simple way to do that on the G3X), and headed up to Prescott where the winds were variable at six. Everything was fine until I got within five miles of the airport, that is, at which point the winds suddenly jumped to 9G18. The landing was fine, and then ground control told me I had a stuck mike. How did they know it was me? And since I could hear them, it wasn’t me. So here I am, having accomplished a three-day trip in six. If I had a greater tolerance for bumps, I might have made it in a day less, and if I’d been instrument current, I might have saved another day there too. But I made it safe and sound. And what about the winds around here? Today, the gusts, reported just before the hour, starting at 7 a.m., were 31, 28, 24, 25, 31, 33, 32, 32, 32, 33, 32, 26, 28, and 22 MPH. I got lots of crosswind practice today – in the rental car. Welcome to Prescott. Welcome back.

recreational use, customers around the world fly Bearhawk aircraft. For more information on Bearhawk Aircraft, visit www.bearhawkaircraft.com, or contact Bearhawk at info@bearhawkaircraft.com or 1-877/528-4776.

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HEAVEN'S LANDING SUPPORTS FLYING MUSICIANS ASSOCIATION; PLANS CONCERT AND AIRSHOW IN JUNE In Flight USA Celebrating 31 Years

June 2016

The Flying Musicians Association Welcomes Heaven’s Landing Mountain Estate Airpark as Our Newest Corporate Member

Heaven’s Landing is proud to support the Flying Musicians. “Heaven’s Landing supports the Flying Musicians Association because the FMA promotes both higher education and general aviation. Funding for continued education in both fields of endeavor are very worthy causes that Heaven’s Landing is extremely proud to take part in.” said Mike Ciochetti, Heaven’s Landing Developer “Having Heaven’s Landing jump on the FMA bandwagon brings added excitement with an opportunity to showcase some of our professional members,” said John Zapp Co-Founder President/

CEO Flying Musicians Association, Inc. Heaven’s Landing is staging its second annual Airshow and Concert on June 25, where FMA will be supplying the musical talent: Vaughn Skow and his Nashville friends and the sister duo of Claire & Meredith McNair “Flyte Three.” Tickets are available online through www.universe.com. Heaven’s Landing is a unique residential mountain airpark.. If you have ever considered living in a fly-in commu-

nity, and desire the convenience of a 5,200- foot runway at your doorstep, complemented by beautiful scenery, great weather, and just about every amenity that one can think of, then this is the perfect place for you! Whether you fly a homebuilt aircraft or a jet, Heaven’s Landing offers what a private flying family wants at a very affordable price. The weather is gorgeous, the scenery is unbelievable, and the location is perfect. Whether full time residence or a second home you’ll have no reason or need to be anywhere else, yet you always have the flexibility to conveniently go anywhere

New Carbon Fiber Floats from American Legend Aircraft Company are now available for all Legend Cub models, including open or closed cowling, Continental O-200, Lycoming YO-233 or Titan O-340 powered versions. With LF1500A Legend Floats there's more flexibility than any other certified, LSA or kit-built Cub. Adding floats to a Legend Cub is an excellent way to expand your flying possibilities. Carbon fiber is the lightest and strongest material available making these floats more advanced than their metal, fiberglass, or inflatable predecessors. Unlike other landing gear options,

adding LF1500A floats does not diminish your aircraft's performance. Their aerodynamic design provides lift, compensating for their own weight. The smooth lines of the carbon fiber shell minimize drag both on the water and in flight. As you enjoy flying in and out of lakes, rivers and bays, the Legend Floats' amphibious design also enables landing on paved or turf runways. The beloved Cub is best known as the quintessential tailwheel aircraft; equipped with amphibious floats, a Legend Cub tracks straight alleviating any tendency to ground loop. By keeping things lightweight with carbon fiber, step taxi is brief on the

Legend Floats. Plus, their superb buoyancy prevents porpoising and plowing while maneuvering on glassy water or wakes. The LF1500As add an unmatched low 230 pounds to the empty weight of the airplane. As a result, a realistic, useful load fits well under the 1,430-pound LSA floatplane weight limit. The LF1500A floats also offer watertight storage compartments. An amphibious Legend Cub is the one aircraft customers have been wishing for. Now available, the certified, Kevlar, and carbon fiber design, LF1500A floats add excitement and distinction to this ever-popular aircraft. But you've got to

About Heaven’s Landing

you want. Located just 3.8 miles from downtown Clayton, Ga., Heaven’s Landing was featured on The Aviators, aired internationally on The Discovery Channel. For additional information, call 800/432-8362 or email at info@ heavenslanding.com. For more information visit www.HeavensLanding.com For more information on the Flying Musicians Association (FMA), visit www.www.FlyingMusicians.org

BETTER FLOATS FROM LEGEND, CARBON FIBER AMPHIBS

REMOS GXIS TAKES OFF

On May 26, 2016, the REMOS GXiS took off for its maiden flight after the ground tests were successfully completed and the authorities issued the required permissions. First we did some taxi tests with increasing speed until the nose wheel came up. At 11:20, UTC pilot and engineer, Christian Majunke, took off for the first flight from the runway in Pasewalk. In total, he and Daniel Browne spent about one hour in the air. All values were

in the green, and the aircraft behaved as expected: Just great like every REMOS does. The full speed range from stall to high-speed cruise was flown. What will happen next? This first flight marks the kick-off for the flight tests required for the European LSA certification. For this, an excessive flight test campaign has to be accomplished. Christian Majunke said, “We will fly the aircraft throughout its entire flight envelope up to the maximum load factors,

FOR

The Legend AmphibCub now with carbon fiber amphibious floats.

fly one yourself to see what makes these Legend Floats better. For more information on the Legend Cub, Super Legend and LF1500A Amphibious Floats, email us at info@legend.aero or call 903/885-7000.

MAIDEN FLIGHT

take off and landing performance, noise tests, spinning, flutter, and many more. Plenty of work – let’s go!” Our goal is to certify the GXiS both as CS-LSA and ultralight aircraft in Europe. We’ll also offer the aircraft in the USA as an ASTM-compliant LSA. The GXiS is the first REMOS powered by the Rotax 912 iS Sport fuel injected engine. To make the start-up procedure as easy as possible, REMOS invented a system called SMARTstart – almost all checks

(Courtesy of Remos GXiS)

are done automatically now. The REMOS GXiS also offers a state-of-theart avionics suite. For more information, contact juergen.rehlaender@remos.com

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

PILOTS GET RARE BIRD’S-EYEVIEW OF JAPAN’S MT. FUJI

June 2016

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With anticipation at an all-time high for the return of the Red Bull Air Race to Chiba on the weekend, the man of the hour – Japan’s own Yoshihide Muroya – led fellow pilots Nigel Lamb (UK) and Martin Šonka (CZE) on an exhilarating flight over iconic Mount Fuji. (Red Bull Air Race)

With its stunningly symmetrical volcanic cone, Japan’s Mount Fuji may just be the most recognized mountain in the world, but on Wednesday, three Red Bull Air Race pilots – Nigel Lamb of Great Britain, Martin Šonka of the Czech Republic, and home hero Yoshihide “Yoshi” Muroya – got a breathtakingly fresh perspective of the iconic peak. Ahead of the second-ever Red Bull Air Race World Championship stop in Chiba this weekend, Muroya led his peers on a reconnaissance flight to take in the iconic snow-capped summit from their race planes. Designated as a Special Place of Scenic Beauty, “Fuji-san” is Japan’s highest mountain at 3,776 meters (12,389 feet) in height, and it’s also an active volcano; a potent symbol of the race to come this weekend. At the third stop of the eight-race season, 14 pilots who have climbed to the pinnacle of their elite motorsport will explode into dramatic action in the attempt to gain precious

World Championship points. Last year, a sold-out crowd of 120,000 filled Makuhari Beach on race weekend to see their favorite Muroya in high-speed, low-altitude action at home for the first time, and he set the speed record for a run the Chiba track, even though he didn’t win the race. This year, he intends to use that fan motivation to go all the way to the top of the podium for the first time in his career. He’ll have a fierce fight from the other standouts in the lineup such as Šonka and Lamb as well as the three pilots currently heading the overall standings: Matthias Dolderer of Germany, Nicolas Ivanoff of France, and Hannes Arch of Austria. Tickets for the six remaining stops of the 2016 Red Bull Air Race World Championships – including Yoshihide Muroya’s home race in Chiba – are on sale now. For more information on tickets and all the latest, visit redbullairrace.com

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AIRMAN FINDS DIRECTION

AIRCRAFT MAINTENANCE

In Flight USA Celebrating 31 Years

By Senior Airman Amber Carter 60th Air Mobility Wing Public Affairs

(This feature is part of the “Through Airmen’s Eyes” series. These stories focus on individual Airmen, highlighting their Air Force story).

easons for joining the Air Force are varied. For some, it’s for the benefits, such as job security, higher education, and medical coverage. For others, joining is more personal and could be for reasons that involve patriotism or following in the footsteps of a family member. No matter the reason, it’s a lifechanging event.

Rocky Start

For Staff Sgt. Terrell Cole, a 660th Aircraft Maintenance Squadron communication/navigation mission system craftsman, joining the Air Force meant a future for himself and his future family. “I joined the military because of my rocky start at adult life,” Cole said. “When I was 18, I proudly left for college with big dreams, but while I was there, I did not manage my own priorities half as well as I managed the issues of others, and I ended up failing out of school within my first year.” He added, “I was too proud, ashamed, and foolish to go home, so I

Staff Sgt. Terrell Cole, a 660th Aircraft Maintenance Squadron communication/navigation mission systems craftsman, runs tests on the control panel of a KC-10 Extender at Travis Air Force Base, Calif. Cole troubleshoots aircraft discrepancies and repairs and inspects communication and navigation systems. (U.S. Air Force photo/Senior Airman Amber Carter) spent the better part of a year jobless, sleeping in my car and in empty apartments or the homes of whoever would allow me to stay.” Cole came up with creative ways to survive. “I ended up playing music and singing for different churches for food,” he said. “I also donated plasma for money.” When he finally decided to return home, he said, a friend named Elmer Taborn suggested that he research the

military. “I was hesitant,” Cole said. “But he put it simply: I could continue doing what I had been doing and cut grass for him for a few dollars, or I could have a future for myself and the family I would one day have.”

Cole went with Taborn to the recruiter’s office and found a new lease

“The FAA has worked closely with industry over the past five years to address longstanding issues with how the standards for pilot training are presented,” GAMA Vice President of Operations, Jens Hennig said. “With the ACS, the introduction of clear risk-management requirements will help advance general aviation safety and improve the flight training experience.” The ACS training standards are clearer and more relevant than the previ-

ous standards and better integrate the concept of risk management into training to help pilots improve their decisionmaking skills in the cockpit. The FAA is also using the ACS to make the knowledge test questions more relevant by presenting them in the context of tasks pilots may perform while flying. The FAA is developing new standards for other training, including the commercial pilot, airline transport pilot, and instructor certificates as well as aircraft mechanics, and

New Beginning

June 2016

on life. “I am responsible for troubleshooting aircraft discrepancies, repairing, and inspecting all aircraft communication and navigation systems on 27 KC-10A (Extender) aircraft valued at more than $2.3 billion,” Cole said. “My favorite part of the job is training new individuals on troubleshooting procedures. Doing that equips them for their job and enables mission success. Long after I am gone and they forget my name, the information will be there for them to use and build upon.” After eight and a half years of service, Cole has a wife, two sons, and an Air Force family. “I met him through the chapel when he first arrived fresh from training,” said Marie Ruff, a Travis Youth Center child program technician and a friend of Cole’s. “He’s a great guy, and he is an awesome volunteer. We go to chapel together, and he volunteers weekly with us. He’s my friend and my brother.” “I have had the opportunity to watch him grow from a new Airman to an amazing husband and father,” she continued. “It’s been a blessing.” Cole said he has big plans for his future. “My future goals include finishing my degree, commissioning, and being an example of the man I pray daily my sons grow to become,” he said.

GAMA PRAISES FAA ISSUANCE OF NEW STANDARDS FOR PILOT TRAINING

The General Aviation Manufacturers Association (GAMA) recently praised the FAA’s publication of new standards for private and instrument pilot training. The Airman Certification Standards (ACS)–which replace the Practical Test Standards and Learning Statement reference guides–modernize how the FAA's training and knowledge standards are presented to aspiring pilots while not creating new training requirements. The ACS enters into effect on June 15.

small Unmanned Aircraft System operators, to ensure a uniform approach across the aviation industry using the ACS framework. GAMA chaired the Airman Testing Standards and Training Aviation Rulemaking Committee (ATST ARC), which developed the ACS framework in 2012. Additional information about the ACS is available on the FAA’s website at: http://www.faa.gov/training_testing/testi ng/acs/

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

June 2016

www.inflightusa.com

Flying With Faber

ADVENTURES

ast month, I was in Nebraska. We stayed in Holiday Inns, trudged through farmland, marshes, and riverbeds and hung out in duck blinds. It was one of the greatest trips of my life. This month, I visited Dubai. We were whisked to the airport in limos, boarded our suites on the Air Emirates Airbus A380, ate wonderful meals, slept on a full bed, showered on board, landed, and were taken to a ritzy hotel, where we ascended to the top of the tallest building in the world and feasted on world-class cuisine. It was one of the greatest trips of my life. Sounds like bipolar “travelitis?” No. Wherever I travel, I meet new and different people, study history and geography of the region, and share in the customs and culture of the community. Wherever I travel, I am intellectually, emotionally, and spiritually enriched. The Arabian Peninsula is located within the continent of Asia and bounded by the Persian Gulf on the northeast, the Strait of Hormuz and the Gulf of Oman on the east, the Arabian Sea on the southeast and south, the Gulf of Aden on the south, the Bab-el-Mandeb strait on the southwest, and the Red Sea, which is located on the southwest and west. The northern portion of the peninsula merges with the Syrian Desert with no clear borderline, although the northern boundary of the Arabian Peninsula is generally considered to be the northern borders of Saudi Arabia and Kuwait. Starting at the northeast corner, the countries included in the Peninsula are Kuwait, Bahrain, Qatar, The United Arab Emirates, Oman, and Yemen. Saudi Arabia, in the center, takes up most of the space of the peninsula. Portions of Jordan and Iraq extend into the peninsula from the north and northeast respectively. This landmass of 1,250,000 square miles comprises the largest peninsula in the world. The United Arab Emirates, (UAE) is located near the southeast corner of the peninsula. It borders on Oman to the south and Saudi Arabia to the southwest. It meets the waterfront of the Persian Gulf just where it flows into the Gulf of Oman, which then empties into the Arabian Sea. I wish I had space to discuss in detail the history of the peninsula and the UAE – for now, we must suffice with the short version. It started about 130,000 years ago at the dawn of humankind. In the

DUBAI

Stuart J. Faber and Aunt Bea

ATP Exterior Aerial

Water Villas at Sunset. (Courtesy Dubai Tourism)

seventh century, it saw the birth of Islam. The region suffered many occupations, including the Portuguese, the British, and the Ottoman Empire. The Arab Revolt in 1918 brought about the unification of Saudi Arabia. The Emirates were, at one time, a collection of eight separate principalities, each ruled by a monarch. Emirates is another term for geographical unit such as a state or principality. Seven principalities united in 1971 and 1972 to form the country, which today is the UAE. Dubai is one of those emirates. The history of Dubai began around 5,000 years ago when nomadic sheepherders settled there. The world’s tallest building and dozens of hotels, office buildings, and residential structures have replaced these nomads and their livestock, the likes of which I have never seen before.

The Center of the World – Something for Everyone

Dubai is within a four-hour nonstop flight of one-third of the world’s population and within an eight-hour flight of

(Courtesy Dubai Tourism)

Burj al Arab Hotel (Courtesy Dubai Tourism)

two-thirds of the world’s population. Ranked the world’s number one hub, Dubai International Airport enjoyed annual traffic of 78 million passengers in 2015. Emirates Airline, Dubai’s flag carrier, has flights to and from more than 150 destinations worldwide. This is a city that sprung up from the desert less than 20 years ago. I’ve visited hotels all over the world, but nothing I’ve seen ranks with the architectural splendor of those in Dubai. The city is safe, friendly, easy to navigate, and full of excitement. Service personnel are among the most efficient and cordial I’ve experienced. It’s an ideal destination for families, and it is becoming the world’s center of business and association meetings of every size and description. Whether you are a seasoned traveler, corporate big shot, or first time traveler or on a budget, you will feel welcome, comfortable, and secure. Just be prepared for one of the most exciting adventures of your life. Opening soon is the world’s largest indoor theme park. Along with Bollywood Parks Dubai, this $1 billion attraction features Legoland, Spiderman and Thor roller coasters, and is the size of 26

Burj Khalifa World's Tallest Building. (Courtesy Dubai Tourism) football fields. Other themed zones include Marvel, Cartoon Network, Los Valley Dinosaur Adventure, and IMG Boulevard.

A Shopper’s Paradise

Located in the heart of prestigious Downtown Dubai, described as “The Centre of Now,” is The Dubai Mall, the world’s largest and most-visited retail and entertainment destination. With a total internal floor area of 5.9 million square feet, The Dubai Mall has 3.77 million square feet of gross leasable space and more than 1,200 retail outlets, including two anchor department stores – Galeries Lafayette and Bloomingdale’s – and over 200 food and beverage outlets. The Dubai Mall offers an unparalleled retail mix combined with world-class dining, entertainment, and leisure attractions. The Fashion Avenue is the leading center of fashion in Asia. Another niche component of the mall is The Souk, an elegantly designed precinct featuring jewelry shops, accessory outlets, traditional Arab clothing, and handicraft stores. One of the Continued on Page 30

In Flight USA Celebrating 31 Years

Flying With Faber

Continued from Page 29 mall’s unique precincts is an open-air streetscape, The Village, which offers a rich collection of denim brands and brings an outdoor community feel with tree-lined walkways, cafés, and restaurants. Within the mall is the Dubai Aquarium and Underwater Zoo featuring thousands of aquatic animals and a 270degree walkthrough tunnel. Family enter-

tainment includes KidZania, an innovative children’s “edutainment” concept; SEGA Republic, a 76,000-square-foot high adrenaline indoor theme park; the 22-screen Reel Cinemas Megaplex with a total capacity of 2,800 seats; and the Olympic-sized Dubai Ice Rink. The Mall has something for everyone. Local Dubai stores include Lui. They have a vast inventory from stylish

June 2016

dresses to the latest women’s sportswear. Kocca has beautiful evening dresses or items for those special occasions. AIZone is a trendy, fun boutique. For haute couture, I recommend Gucci, Hermes, or Louis Vuitton. Within these three stores are great dresses, shoes, handbags, and leather goods. European stores include Markes and Spencer for British items and Galleria Lafayette for

Dinner on the Desert

(Stuart J. Faber)

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Dubai Landmarks Downtown Dubai. (Courtesy Dubai Tourism) those Parisian feelings. Located in the Madinat Jumeirah Arabian Resort is the Souk Madinat Jumeirah, an authentic re-creation of an ancient marketplace with traditional Middle Eastern style and ambience. Visitors enter a world reminiscent of ancient Arabia through sight, smell, and sound, as sunlight peeks in through the wood carved archways showcasing intricate Arabic architectural design. Guests can explore a myriad of winding streets in this traditional bazaar-like atmosphere that provides waterfront cafes, restaurants and bars, and boutique-style open-shuttered shops and intimate galleries. Through these meandering pathways, visitors can purchase goods from barrows and shops spilling out into the streets selling a variety of wares, including traditional items as well as designer ones such as Lulu Guinness and Vilebrequin with their Middle East flagship stores, along with boutiques, home wares, and gifts from Italy, France, and the USA. It’s also the perfect spot for an early coffee or late-night revelry. Pacha Ibiza Dubai lets you dance into the early hours, Frioul Bistro de Luxe with its “Jazz dining” music club, the Amphitheatre hosting an array of events, and Madinat Theatre with shows for all tastes and ages.

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June 2016

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Flying With Faber Anna Serbinenko

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Culture Camels

(Courtesy Dubai Tourism)

Pilot House

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The

Continued from Page 30

tacular, peaceful Burj Lake, the hotel has up-close views of the worldâ&#x20AC;&#x2122;s tallest tower. The Arabian-decor hotel has 242 magnificently appointed rooms with award-winning restaurants of every description, a breathtaking spa, and a host of recreational facilities. Sheraton Grand Hotel, www.shera ton.com/granddubai. The Sheraton is a sleek hotel with huge rooms and connects you to the heart of the cityâ&#x20AC;&#x2122;s main tourist attractions. It provides excellent service. Fairmont The Palm. www.fairmont .com/palm.This luscious five-star resort is situated on Dubaiâ&#x20AC;&#x2122;s most desirable island community, Palm Jumeirah. On the beach, the resort has unrivalled views of the Arabian Gulf and the glittering Dubai skyline. Ritz-Carlton Dubai. www.ritzcarlton .com. In the heart of the Dubai Marina District, the Ritz-Carlton has it all â&#x20AC;&#x201C; great shopping, wide beaches, and fabulous dining. Great views of the Gulf greet you when you awake. Madinat Jumeirah, www.jumeirah .com. Set across its own private beach, Madinat Jumeirah resort is an authentic recreation of ancient Arabia, capturing the natural beauty of the region. Madinat Jumeirah features two grand boutique hotels, Jumeirah Al Qasr and Jumeirah MinaAâ&#x20AC;&#x2122;Salam, 29 traditional summer houses in Jumeirah Dar Al Masyaf, seven Jumeirah Malakiya Villas, more than 40 restaurants and bars, conference and banqueting facilities, including two grand ballrooms, a 1,000-seat amphitheatre and the regionâ&#x20AC;&#x2122;s only dedicated entertainment center and multi-purpose venue, Madinat Arena. Several miles of waterways and landscaped gardens interconnect the facilities. The resort also provides extensive leisure and health facilities, including Talise Spa and Talise Fitness, as well as Souk Madinat Jumeirah, a traditional

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Burj Khalifa

(Courtesy Dubai Tourism)

retail and dining experience showcasing the best of Arabia. BurjAram Jumeirah, www.jumeirah .com/dubai/gurj-al-arab. If you love ultra modern hotels with over-the-top colorful design and decor, not only is this hotel the ultimate in modernity, itâ&#x20AC;&#x2122;s one of the most uniquely designed hotels Iâ&#x20AC;&#x2122;ve ever see. The developers required a waterfront site on which to build this masterpiece, so what better idea than to build your own island over the coast of the Persian Gulf? That is what they did, with a short bridge from the mainland. The exterior structure resembles a giant sail as it looms skyward. But you havenâ&#x20AC;&#x2122;t seen anything until you enter the lobby, explore the various floors, and luxuriate in one of the 200plus suites. There is no check-in desk. When you arrive, you are whisked to your suite where you will be met by a butler to register you and thereafter, attend to your every need around the clock. You may never want to step foot out of the hotel or adjoining beach, but should the urge to wander around take over, a chauffeurdriven Rolls Royce is at your disposal. Hang out at the pools, visit the spa, or enjoy a variety of culinary specialties at one of Chef Nathanâ&#x20AC;&#x2122;s numerous restaurants. This hotel offers an experience of a lifetime. Continued on Page 32

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Golden West Regional Fly-in 2016 October 15 â&#x20AC;˘ 9 a.m. to 3 p.m. at Yuba County Airport (MYV), Olivehurst, California Take a step â&#x20AC;&#x153;Back to the Futureâ&#x20AC;? 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 â&#x20AC;˘ Forums â&#x20AC;˘ Aircraft Displays â&#x20AC;˘ RC aircraft New Drone Zone â&#x20AC;˘ Exhibits â&#x20AC;˘ The KidQwest Hangar (aviation-related hands on activities for kids of all ages) â&#x20AC;˘ Young Eagles Flights for kids ages 8-17 5th Annual EAA Chapter vs Chapter Aircraft Competition

www.goldenwestflyin.org

In Flight USA Celebrating 31 Years

Planes of Fame Air Museum Over 150 Aircraft and Displays See the P-51 Mustang Fly!

Living History Flying Day Saturday, July 2nd. 10 am The July 2nd Living History Flying Day will feature the North American P-51 Mustang. 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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June 2016

Flying With Faber Continued from Page 31

Cuisine

The traditional food of the United Arab Emirates uses meat, fish grain, and dairy. Vegetables are easy to grow in some areas and are strongly featured in the diet. Many local dishes combine meats, rice, and veggies in one pot. Saffron, cardamom, turmeric, and thyme are the core flavors used in Emirati cooking. Muslims are prohibited from eating pork, so it is not included in Arab menus. Hotels usually have pork substitutes such as chicken sausage. Popular beverages are coffee and tea, which can be supplemented with cardamom, saffron, or mint to give it a distinct flavor. For first-time visitors, my recommendation is to sample most of the meals in the various hotels. Each of the hotels I’ve listed, plus many others, are dedicated to the production and service of exquisite cuisine. In most hotel restaurants, visitors have their choice of American, European, Arabic, and some Asian cuisine. Many of the hotel restaurants have breakfast and evening buffets. I enjoyed these because they offer the opportunity to sample cuisines from around the world. Lamb, beef, chicken, and fresh vegetables predominate most buffets. We also experienced a tour of the desert. We were driven from our hotels to the barren desert where the tire pressure in the SUVs was reduced to about 13 pounds. We drove up and down and to and fro over huge sand dunes. At times, the vehicles tipped to what seemed like 45 degrees. It was as exciting as a ride in an aerobatic airplane. After several hours of this adventure, we were taken to an Arabian campsite. Nightfall had just arrived. The scene, lighting, and outdoor furniture were dramatic. A huge buffet of shish kebob, legs of lamb, fish, and roasted vegetables awaited us. We feasted as we watched exotic belly dancers perform. In the midst, they invited guests to try their dancing skills. Of course I volunteered. It was a magical evening.

Things to Know

Alcohol. Available only in licensed hotels and restaurants. Banking. All international banks have branches in Dubai. Credit cards. All hotels, restaurants, and shopping malls accept major credit cards. Climate. The climate is sub-tropical and arid. In other words, hot and dry. Lows from 59 F to highs of 118 F.

Burj Al Arab (Courtesy Dubai Tourism)

Currency. The UAE currency is the Dirham. One U.S. dollar is equal to approximately 3.6 dirham. Dress code. Modest dress is advised. Swimwear is acceptable only at hotel pools. Men can dress casual or chic casual. Greetings. Men stand up and shake hands with men. It is improper to offer to shake the hand of a Muslim woman. If in doubt, wait until a hand is extended to you. Language. Arabic is the official language, however, English is widely spoken and understood. Medical services. Emergency services are offered free for visitors. Personal conduct. Leave the rude and arrogant behavior at home. Public displays of affection are considered disrespectful. DUI and intoxicated behavior are met with zero tolerance. Swearing is considered offensive. During Ramadan, eating, drinking, and smoking in public are strictly prohibited. In general, my fellow journalists and I conducted ourselves with common sense and traditional good manners. Regardless of the country I’m visiting, I always strive to respect local government, religion, culture, and customs just as I would expect a foreign visitor to do the same in America. We all had a wonderful, extremely fun time. I never really felt that I had to behave differently from any other public behavior in which I ordinarily engage. Photography. Avoid taking photos of local women, military installations, government buildings, and private premises. Time. Dubai operates on Gulf Standard Time, which is GMT+4. Tipping. This is not essential, but a 10 percent tip is appreciated. Utilities. Dubai operates on 220V. Some hotels have 110V. Best to bring a transformer. Water. Use bottled water for drinking, which is provided free in hotels and restaurants.

June 2016

www.inflightusa.com

INDUSTRY CARBON REDUCTION PROGRAM NOW EXTENDS THAN 150 AIRPORTS WORLDWIDE

During the COP21 climate summit in Paris last December, airport industry organizations, ACI World and ACI Europe, signed an MoU with the UNFCCC to promote the UN climate agency’s Climate Neutral Now project and jointly encourage airports to reach the highest levels of the industry’s Airport Carbon Accreditation (ACA) program. Nearly six months on, ACI has released an update on progress that shows that 157 airports across the world have earned ACA Status, which collectively handle 33 percent of global passenger traffic. Of these, 21 airports have now achieved the highest Level 3 plus representing carbon neutrality, with Turkey’s Izmir Adnan Menderes the latest to join the ranks. Originally developed and launched by ACI Europe exactly seven years ago, the ACA was extended to airports in AsiaPacific in 2011 in partnership with ACI Asia-Pacific and has since been rolled out in all other ACI regions. “ An impressive two billion air passengers now travel through airports certified at one of the four levels of the program,” said Angela Gittens, ACI World’s

Director General. “ With more than 100 airports now engaged in ACA, Europe is in the lead on carbon management, but other parts of the world are ramping up their efforts as can be seen from the strong momentum in Asia-Pacific and North America, and growing interest in the Latin America/Caribbean and Africa regions. The program is clearly empowering airports across the world to address their impact on climate change.” The European airport industry committed during COP21 to increasing the number of carbon neutral airports from 20 to 50 by 2030. “ Most promisingly, we are seeing a lot of airports moving up the levels of the program as they strive to get closer and closer to carbon neutrality,” reported Olivier Jankovec, Director General of ACI Europe. “ There are now 20 European airports at Level 3 Optimization – the level just before carbon neutral status – and they welcome more than 29 percent of European air passengers.” Since Paris, the 10 French airports in the Vinci Airports group and La Rochelle, Riga, Sofia, Keflavik, and

Vilnius airports have all joined ACA at the lower levels. With its additional airports in Portugal and Cambodia, in Dec. 2015, Vinci became the world’s first international airport group to have all of its airports certified at one of the levels. Growth in accreditation has also been impressive in the Asia-Pacific region with 31 airports now certified. “Since ACA was extended to the region five years ago, we have embarked on the journey towards carbon neutrality with our members,” said ACI Asia-Pacific Regional Director Patti Chau. “I encourage more members to become accredited and demonstrate our airports’ dedication to sustainable growth.” Following the program’s launch in North America less than two years ago, 13 airports have become certified, including Dallas Forth Worth and San Francisco at Level 3 Optimization and Denver and Toronto-Pearson at Level 2 Reduction. “With so many airports in our region applying to the program in the past 18 months, it’s clear that the North American airport industry is taking sig-

AIR RACING DRAMA RETURNS

The Red Bull Air Race in Chiba, Japan on June 4-5 – just the second ever in Eastern Asia – has all the ingredients for high drama. Facing what is already the third stop in the eight-race season, the 14 elite teams will be desperate to keep the World Championship points gap from getting any wider. They’ll have their work cut out for them: Chiba is the only 2016 racetrack over open water, and the winds and sweltering heat of the rainy season are on the way. Pylon hits and penalties could shake up even the bestlaid plans.

Quick Facts:

• Last year, the weekend’s sold-out crowd of 120,000 on Makuhari Beach went wild for home country hero, Yoshihide “Yoshi” Muroya from Fukushima. He set the Chiba track record (50.779s) in 2015 but ended up in eighth place. He’ll be looking for sweet redemption. • Chiba’s second- and third-place

finishers last year––Australia’s Matt Hall and Germany’s Matthias Dolderer––will have contrasting agendas. Coming off his first-ever race win in April, a confident Dolderer is at the top of the World Championship leader board. Hall, last

year’s runner-up for the overall title, has had an underwhelming start to the season, due most recently to a back problem; but Aussie seems much improved and has huge potential to shake up the standings.

nificant steps to becoming leaders in environmental stewardship. We look forward to more airports joining the program in the year ahead,” said Kevin Burke, President of ACI North America. Understandably, growth in program membership has been slower in the Africa and Latin American and Caribbean regions with two airports entering in the former and four in the latter region. The independently administered program has the support of a number of international organizations, including ICAO, UNEP, Eurocontrol, the European Commission, and now the UNFCCC. Full results for year seven of the program (covering June 2015 to May 2016), which will include details of the carbon reduction achieved, will be released at ACI Europe’s annual assembly in Athens from June 20-22. As an adjunct to the program, ACI has recently released version 3.2 of the Airport Carbon and Emissions Reduction Tool, a free application for airports of all sizes to track their carbon emissions.

TO JAPAN JUNE

The only Red Bull Air Race stop in Eastern Asia – Chiba, Japan – serves up volatile open-water conditions and crowds that are crazy about motorsports. Factor in the intense pressure on pilots as the World Championship battle nears its halfway point, and this June, the skies of Tokyo Bay are set for some of the most heart-pounding action of the season. (Red Bull Air Race)

GREEN NEWS

4-5

• Austria’s Hannes Arch, the 2008 World Champion, is third overall and narrowing in on the Frenchman only seven points ahead of him, five-time race winner Nicolas Ivanoff. • Japan has taken the Red Bull Air Race to its heart, and in Chiba last May, the debut of the world’s ultimate motorsport series in the sky was an instant classic. A perfect storm of exciting elements started with a breathtaking weather event, as Typhoon Noul blew into Tokyo Bay and scrambled Race Week preparations. Even when the skies cleared, the winds changed moment by moment, and the crowd gasped as pilot after pilot grazed and burst the racetrack’s 25-meter pylons at speeds up to 370 kmh. With this year’s return to Chiba scheduled even later, in June, the airborne action is sure to be heated and turbulent. Tickets for all races, including Chiba, are on sale now. For more information on tickets and all the latest, visit www.redbullairrace.com.

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YANKS AIR MUSEUM

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P-40 Warhawk Open Cockpit August 20, 2016 Don't miss the rare opportunity to sit inside this iconic aircraft. This is a great photo-op! See the fully restored cockpit before it takes flight in September. Talk with restoration crew about the process of getting this fighter ready for take-off!

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SPOTLIGHT ON YANKS AIR MUSEUM A SOUTHERN CALIFORNIA TREASURE

In Flight USA Celebrating 31 Years

Chino

CA, 91710

909.597.1735 (Located at West End of Chino Airport off Stearman Dr.)

June 2016

By Annamarie Buonocore

fter visiting Chino, Calif. this spring, this editor had the opportunity to visit the Yanks Air Museum. Yanks is an educational experience that is sure to entertain and enlighten the entire family. This Southern California air museum features a diverse selection of aircraft, namely warbirds. Here at In Flight USA, we recommend you plan a visit. Yanks Air Museum’s collection was founded in 1973 by a husband and wife team, Mr. and Mrs. Nichols. Their goal was to preserve World War II history through aircraft acquisition – to remember the times when Roosevelt was president and a Coca Cola cost a nickel. Nichols pursued a diligent plan of acquisition in which only the most historic aircraft became part of the collection. The quest for such unique aircraft took them on a search all over the world. Because of their unrelenting quest for quality, they found themselves starting their own restoration facility with a staff of aircraft machinists, mechanics, and pilots. While the museum features many exhibits, tours, and hands-on activities, the best part is browsing the state-of-theart facility and looking at the many aircraft on display. One of the current featured aircraft is the Bell 33 Kingcobra (P63A). This powerful aircraft was produced and supplied to the USSR and France during World War II. The AAF used it for training duty. More than 300 P-63s were used as manned targets during the war. This warbird has bulletproof glass, steel plates, and a special blade prop that allows it to withstand the harsh impact of training. Yanks acquired the aircraft in 1978. Another popular bird in the Yanks collection is the Cessna AW. It is perhaps one of the most beautiful in the collection, standing at 6’11 and painted red. The Cessna AW is built of chromemolybdenum and has a wooden wing covered in fabric that was originally sold for $7,115. The U.S. Department of Commerce began to license aircraft mechanics in 1926 and was responsible

Cessna AW

(Yanks Air Museum)

Kingcobra P-63A

(Yanks Air Museum)

for assigning a certificate to all manufactured aircraft before they were sold. The AW Cessna received certification #72 in 1926. Another featured aircraft is the Aeronca K Scout. First introduced at airshows in New York and Los Angeles in 1937, this aircraft became wildly popular, and the factory produced three aircraft per day. Popularly referred to as “perky,” the aircraft became popular with flight schools providing solos to students in five hours or less. The K offers a cabin heater, carb heat box, wheel brakes, carpet, and a steerable tail wheel. Yanks acquired the K in 2012, and the aircraft is currently awaiting restoration. While these three are some of the most interesting that Yanks has to offer, the museum includes many more aircraft to look at and learn about. The museum is open Tuesday through Sunday from 9 a.m. to 4 p.m. General admission is $16. Admission for seniors 65 and up is $15, and children ages five to 11 are admitted for $5. The museum is located at 7000 Merrill Ave. #35-A270, Chino, CA 91710. The friendly staff looks forward to welcoming you to this great air museum and Southern California treasure. For more information about Yanks Air Museum, visit www.yanksair.com.

P-40 WARHAWK READY FOR TAKE-OFF September 17, 2016 Be witness to this historic flight! At 12 Noon our P-40 Warhawk will take to the skies! This is the first time it has flown in over 60 years! Meet & greet with the pilot after the flight.

Have an event coming up? Submit it for publication in the online events calendar at

www.inflightusa.com

SILENT AUCTION RAISES MORE THAN $32,000 FOR SCHOLARSHIP PROGRAM

June 2016

A total of $32,515 was raised during the AEA Silent Auction at the 59th annual AEA International Convention & Trade Show. The event benefited the AEA Educational Foundation’s scholarship program, educational outreach initiatives, and headquarters training programs. The auction took place April 28-29 in Orlando, Fla. This was the third-highest dollar amount raised in the 26-year history of the AEA Educational Foundation. For more information about the AEA Educational Foundation, visit aea.net/educationalfoundation. The following companies and individuals donated items to this year’s event. • AEM Corp. • ALTO Aviation • Applied Avionics Inc. • Avionics 2000 Pty. Ltd. • Bose • Cal Labs Inc. • Cobham • Cobham AvComm (Aeroflex)

www.inflightusa.com

• • • • • • • • • • • • •

• • • • • • • • • •

Cobham Satcom Connell Aviation Group Debi Freeland Debra McFarland Duncan Aviation EDMO Distributors Express Calibration Services Gables Engineering Garmin IAE Ltd. Jet Avionics L-3 Aviation Products Mid-Continent Instruments and Avionics Millennium International Nav-Aids Ltd. Pacific Southwest Instruments Ric and Liz Peri Rockwell Collins Sandia Aerospace Satcom Direct Tim Shaw True Blue Power Universal Avionics Systems Corp.

EAA AIRVENTURE OSHKOSH 2016 NOTAM NOW AVAILABLE

The Federal Aviation Administration has released the EAA AirVenture Oshkosh 2016 Notice to Airmen (NOTAM), featuring arrival and departure procedures for EAA’s 64th annual fly-in convention July 25-31 at Wittman Regional Airport in Oshkosh. The NOTAM, which is in effect 6 a.m. CDT on Friday, July 22, until noon CDT on Aug. 1, outlines procedures for the many types of aircraft that fly to Oshkosh for the event, as well as aircraft that land at nearby airports. The NOTAM was designed by the FAA to assist pilots in their EAA AirVenture flight planning. This year’s NOTAM cover features a photo of Wittman Regional Airport’s air traffic control tower, and also this year’s Young Eagles logo. The Young Eagles program is celebrating its two millionth young person flown during this year’s fly-in. While the overall procedure is similar to past years, there are some changes compared to the 2015 version. Some of those changes include: • Frequencies for Departure ATIS and Runway 9/27 departures • Taxiways north of OSH Runway

9/27 • Markings on OSH Runway 36R • Notification requirement for aircraft more than 12,500 pounds • Internet URLs • Advisory about separate arrival and departure frequencies Pilots can acquire a digital version NOTAM by downloading it through the EAA AirVenture website. For a free printed copy, pilots can order online or call EAA Membership Services at 800/564-6322. To further assist pilots flying to Oshkosh this year, EAA’s volunteer NOTAM chairman, Fred Stadler, is hosting a June 8 webinar that will highlight special tips and other aspects of the NOTAM fly-in procedures. Register for the webinar on the EAA website. In addition, the National Transportation Safety Board has published an informative safety bulletin about arriving to a major flyin event. Additional hints and tips for pilots arriving at and departing from EAA AirVenture Oshkosh 2016 are available on the EAA website at www.eaa.org.

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LAUNCH! SPACE INSPIRED STEM EVENT AT SAN DIEGO AIR & SPACE MUSEUM AUGUST 22-24 In Flight USA Celebrating 31 Years

June 2016

High Schoolers Work with an Astronaut and Compete to Have Experiment Launched into Space

Do you constantly look up at the stars and wonder what it is like to be in space? Have you ever wanted to meet an astronaut? Do you love science and technology? Are you a high school student who wants to learn about and explore the

fields of Space, Science, Technology, Engineering, and Math (STEM)? Higher Orbits is pleased to announce an upcoming Go For Launch! event at the San Diego Air & Space Museum on Aug. 22-24, 2016 from 8 a.m. to 4 p.m. each

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day. Go For Launch! is presented by Higher Orbits, a nonprofit organization committed to inspiring kids of all ages using humankind’s journey into space. Go For Launch! offers students a truly unique experience, designed to launch student involvement in Science, Technology, Engineering, and Math (STEM), as well as teamwork, communication, and leadership. Over the course of the three-day Go For Launch! experience, students will be immersed in the wonder of spaceflight through talks and hands-on activities. The cost to sign up is $250 per student, which includes all the necessary supplies, snacks, and meals during the event. Presenting in San Diego will be former NASA Astronaut, Don Thomas, a veteran of four space shuttle missions with more than 1,040 hours in space; Michelle Lucas, former flight controller and Astronaut Instructor; Francis French, space author and Director of Education at the San Diego Air & Space Museum; Sarah Stuck, animal keeper for Nurtured by Nature and Engineer at Pharmatek Laboratories; and Shalene Baxter, Educational Specialist at San Diego Air & Space Museum. “If we are ever going to send humans to Mars and other deep space destinations in the decades ahead, we will need a strong workforce skilled in STEM disciplines,” said Astronaut (Retired) Don Thomas. “Through excellent programs like Go For LAUNCH! provided by Higher Orbits, we are working to excite and inspire young students today to reach for the stars and pursue careers in STEM.” In addition to exciting space and STEM presentations with collaborative team-building activities, the participants of Go For Launch! will define and design a space experiment. They will present their ideas to a panel of Space and STEM judges for a chance to have their experiment launched into space. “Space is an exciting topic, and being able to talk about it in such a recognizable venue as the San Diego Air & Space Museum is amazing,” said Michelle Lucas, Founder of Higher Orbits. “I’m excited to be able to bring the Go For Launch! program to students in San Diego. Space inspires, and I can’t wait to

share that message with the students.” Go For Launch! San Diego is possible, in part, thanks to the generous support of the San Diego Air & Space Museum. Higher Orbits is supported by Intergalactic Sponsors, Space Tango, Kentucky Space, and Eddi who help make all Go For Launch! events possible. If you are interested in sponsoring Go For Launch!, sponsorship levels are available starting at $100. In-kind sponsorships are available as well. “Here at the San Diego Air & Space Museum, we are always excited about providing personal interactions and hands-on experiences for young people, particularly on STEM-related subjects. We are excited to be partnering with Higher Orbits to offer some unique experiences to our local audiences,” said Francis French, Director of Education at the San Diego Air & Space Museum. For more information about Go For Launch!, to register for the San Diego event, or if you are interested in becoming a sponsor, please visit www.GoFor Launch.space, email GoForLaunch @HigherOrbits.org, or call 707/893STAR (7827).

Higher Orbits

Higher Orbits is a nonprofit with the mission of promoting Science, Technology, Engineering, and Math (STEM); along with leadership, teamwork, and communication through the use of spaceflight. Humankind’s journey into space serves as an ideal launch pad to excite students of all ages about STEM and working to fulfill their dreams and ambitions. Higher Orbits uses a variety of programs and partnerships with other organizations to achieve these goals. To learn more, visit www.Higher Orbits.org

Astronaut (Retired) Don Thomas

Selected by NASA in Jan. 1990, Dr. Thomas became an astronaut in July 1991. Dr. Thomas has served in the Safety, Operations Development, and Payloads Branches of the Astronaut Continued on Page 37

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

www.inflightusa.com

June 2016

Rotor News

www.inflightusa.com

FAA APPROVES ROBINSON R44 CADET HELICOPTER

On May 6, 2016, Robinson Helicopter Company received FAA certification for its two-place R44 Cadet helicopter. Combining the best of the R22 and R44, Robinson believes the Cadet’s modest price of $339,000 (with floats $367,000) will

appeal to the training market as well as operators that want the economy of a small helicopter with the comfort, power, and performance of a larger helicopter. The Cadet’s airframe, rotor system, and power plant (Lycoming O-540F1B5) are the same as the proven R44 Raven I. Where the Cadet differs is the rear seats have been removed providing ample cargo space, the maximum gross weight has been reduced to 2,200 pounds, and the engine power has been derated to 210 hp takeoff and 185 hp continuous. The lower weight and derated power provide increased performance margins at high altitudes and extend the time between overhaul from 2,200 hours to 2,400 hours. A variety of optional equipment including air conditioning, stability aug-

mentation system and autopilot, and avionic packages for VFR or IFR training are available. Robinson is now accepting orders with lead times estimated at 10-12 weeks. Weights: • Gross Weight – 2,200 lb (998 kg) • Empty Weight (including oil & avionics) – 1,432 lb (650 kg) • Max Fuel (46.5 gal) – 279 lb (126 kg) • Pilot, Passenger and Baggage with full fuel – 489 lb (222 kg)

Performance: • Cruise Speed – up to 110 kts (127 mph) • Max Range (no reserve) – approxi mate 300 nm (350 sm) • Hover Ceiling IGE @ Max Weight – 8,750 ft • Hover Ceiling OGE @ Max Weight – 5,250 ft • Rate of Climb – over 1,000 fpm • Max Operating Altitude – 14,000 ft

Founded in 1973, Robinson Helicopter Company is the world’s leading manufacturer of civil helicopters. For additional information, visit www.robinsonheli.com.

Space Inspired STEM Event Continued from Page 36

Office. He was CAPCOM (spacecraft communicator) for Shuttle missions STS-47, 52, and 53. From July 1999 to June 2000, he was Director of Operations for NASA at the Gagarin Cosmonaut Training Center in Star City, Russia. A veteran of four space flights, STS-65, STS-70, STS-83, and STS-94, he has logged more than 1,040 hours in space as a Mission Specialist. To learn more visit http://ohioastronaut.com

San Diego Air & Space Museum

The San Diego Air & Space

Museum is California’s official air and space museum and education center. The Museum is an affiliate of the Smithsonian Institution and was the first aero-themed Museum to be accredited by the American Alliance of Museums. Now showing: Da Vinci: The Ultimate Innovator, a special exhibition showcasing more than 90 robotics, machines, and artworks from the greatest inventor of all time. The Museum is located at 2001 Pan American Plaza, Balboa Park, San Diego, CA 92101. Open daily from 10 a.m. to 5 p.m. Closed Thanksgiving Day and Christmas Day.

SOLAR IMPULSE 2 TAKES OFF FROM TULSA

Solar Impulse 2 – the solar airplane for Swiss pioneers, Bertrand Piccard and André Borschberg – took off from Tulsa International Airport, Okla., with André Borschberg at the controls, on May 21 at 4:22 a.m. local time (UTC-5) and is expected to land at Dayton International Airport, Ohio, on the same day at around

11:00 p.m. local time (UTC-4). The flight is part of the attempt to achieve the first ever Round-The-World Solar Flight, the goal of which is to demonstrate how modern clean technologies can achieve the impossible. For more information, call 347/650-2460.

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AIR ELITE NETWORK RECOGNIZED BY INDUSTRY SURVEY AND FURTHER EXPANDS In Flight USA Celebrating 31 Years

June 2016

Provo Air Center & Bismarck Aero Center Join the Network

The Air Elite Network and its members were once again recognized for service excellence in the recently released Aviation International News (AIN) Americas and Professional Pilot Magazine’s PRASE surveys. The network also added two new members: Provo Air Center in the Turks and Caicos Islands and Bismarck Aero Center in Bismarck, N. Dak. A total of 20 Air Elite FBOs were recognized in the popular, industry-wide surveys. AirFlite, in Long Beach, Calif. was honored for maintaining the #1 FBO in the Americas for the third year in a row. Their membership in the global network of uniquely exceptional FBOs was highlighted as a key attribute in the AIN Survey results article. Air Elite Members that were recognized for excellence in customer service and facilities include: • Airflite - KLGB • Cabo San Lucas International Airport - MMSL • Clay Lacy Aviation - KBFI • Clay Lacy Aviation - KVNY

• Denver jetCenter - KAPA • Ft. Collins/Loveland jetCenter KFNL • Hill Aircraft - KFTY • Jackson Jet Center - KBOI • Jet Aviation - KBED • Jet Aviation - KCPS • Jet Aviation - KDAL • Jet Aviation - KHOU • Jet Aviation - KPBI • Jet Aviation - KTEB • Jet Aviation - MMYN • Jet Aviation - OMDB • KaiserAir - KOAK • Orion Jet Center - KOPF • Provo Air Center - MBPV • Swift Aviation Services – KPHX Provo Air Center (www.provoair center.com) is an innovative, world-class FBO with unique offerings in the chic and exclusive Turks and Caicos Islands (Providenciales MBPV). Ranked #1 in the Caribbean by the 2016 AIN survey, the facility’s onsite customs and immigration hall offers a first-of-its-kind drive-through design, which makes clearing customs faster and easier. An additional ultra-private VIP lounge within the

customs hall offers even more privacy. Guests are served cold towels, beverages, and snacks while their paperwork is swiftly processed. A dog park and a special children’s lounge featuring a Pirate’s Cave ensure that every visitor is treated as an honored guest. Provo Air Center is able to serve aircraft up to a Boeing 777. The FBO’s award-winning staff places the highest concern on their attention to detail and upholding the privacy and security of their clientele. “We are delighted to become a part of Air Elite’s exclusive network of worldclass FBOs. We are deeply impressed that they strive to ensure a commitment to service standards of the highest quality, and are looking forward to being a part of this family that clearly shares the same values as we do, while allowing each member to shine individually. Both our facility and geographic location is unique in many ways, and we are happy to share what makes us special with this already diverse global network,” said Deborah Aharon, CEO of Provo Air Center. Devoted to adding value to their customers’ aviation experience, Bismarck Aero Center (www.bismarckaero.com) is an Ascent branded, full service FBO located at Bismarck Municipal Airport (KBIS) in Bismarck, N. Dak. The FBO is home to the region’s largest maintenance facility, 80,000 square feet of hangar space, and prides itself on offering transient customers quick turns in 20 minutes or less. Their staff of more than 40 trained aviation professionals strives to provide outstanding red carpet service to all facets of the industry.

“Our company values have placed a strong emphasis on customer service and the overall customer experience of our guests. Our team has built a reputation here in North Dakota as a result of our work ethic and value-added approach to service delivery.” said Jon Simmers, CEO for Bismarck Aero Center. “We feel this makes us a perfect fit within Air Elite, where all members share this philosophy and focus. We are very excited to become a member in the prestigious network and we look forward to networking with other members to learn from their experiences and best practices.” “We are very proud of the accomplishments and public recognition of our Air Elite FBOs. The continuous recognition of many Air Elite FBOs in the aviation industry surveys year after year is a true testament to the winning strategies employed at their operations. It is positive to see the network’s steady growth, and we are pleased to welcome two more unique and impressive FBOs to Air Elite. They bring years of experience, Air Elitelike customer service philosophies, and further variety to an already-exceptional collection of world-class operations,” said John Rau, World Fuel Services’ Executive Vice President, Global Aviation & Marine. The network now encompasses 53 uniquely exceptional diamond service FBOs worldwide and has been growing steadily since it was established in 2011. Each FBO member must meet a number of airport, facility, and service quality standards to qualify for membership.

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June 2016

PLANES OF FAME FLYING TIGERS PRESENTATION COMING TO CHINO, CALIF. JUNE 18 www.inflightusa.com

Mark your calendars for June 18, 2016 because the Planes of Fame Air Museum in Chino, Calif. will be hosting a special event that is open to the public about the famed “Flying Tigers.” The event will feature a respected speaker panel and will be very educational for the whole family. The speakers will whisk the audience back in time to Dec. of 1941 when planes with shark’s teeth roared over the skies of China in hopes of freeing China from Japanese invaders. The American Volunteer Group (AVG), which was led by Major Claire Chennault, was known as the “Flying Tigers.” The event will be a captivating one as the speakers will focus on the stories of the men and women who flew the planes during this intense time in history. Three of the “Flying Tigers” will be present to share their stories. The day will be a celebration of amazing men and women. The event is free and open to the public. Doors open at 9 a.m. at the Planes of Fame Museum, located at 700 Merrill Ave. #17, Chino, Calif. 91710. The following experts will comprise the panel: Bud Heiner was a Flying Tiger, 14th Army Air Corp, Second Lieutenant, engineering and test pilot assigned to the 69th Depot Repair Squadron, Kunming, China. He flew all types of cargo, bomber, and fighter planes that were

Bringing a Piece of China to Chino

being repaired or assembled to many bases all over China. He trained Chinese pilots to fly our planes. Bud was only one of four pilots who also drove the Burma Road and was responsible for a convoy of men and equipment to travel from India through Burma into China. Mel McMullen, Flying Tigers 14th Army Air Corp, 308th heavy bomb group 425 Squadron served as a nose turret gunner/assistant engineer. The plane was the Dragon Lady stationed in Kunming and Chengtu, China. They flew more than 200 hours of air combat missions and received the Air Medal and Distinguished Flying Cross Society. After the war, Mel served as President of the Inland Empire Chapter of the Distinguished Flying Cross Society and

former National Commander of CBIVA (China, Burma, India Veterans Association). First Lieutenant David K. Hayward USAF Ret., won his wings and commission in the U.S. Army Air Corps in 1942. He flew 53 combat missions as pilot of a B-25 medium bomber in the 22nd Bomb Squadron, in the China-Burma-India Theater of World War II, for which he was awarded the Air Medal and Distinguished Flying Cross. In 1949, David earned a Bachelor of Science degree in mechanical engineering at Caltech in Pasadena, Calif., and a Master of Science degree in petroleum engineering from the University of Southern California in 1956. David devoted his career to developing and producing oil

HARRODS AVIATION BECOMES FIRST AIR ELITE IS-BAH REQUIREMENTS

fields in the state of California. In 1989, the veterans of his squadron formed an association and held annual reunions. He serves as secretary-treasurer and newsletter publisher, collecting stories for the newsletter and other publications, one of which was his book A Young Man in the Wild Blue Yonder. David has returned to China seven times with veterans groups. He and his wife, Jeanne, were married for 64 years, but she has recently deceased. He is living in Huntington Beach and is currently active in the Freedom Club of Orange County. Their purpose is to send veterans to speak to high school students and to other events as part of a Living History program. Charlene Fontaine will speak and moderate this event. She has been Executive Director of the Flying Tigers 69th DRS Association, Inc. since 2005. Her father, Stewart Fontaine, was a Staff Sergeant in the 69th DRS in Kunming. She does extensive research with Flying Tigers and their families from many squadrons, travels to China and U.S. Air Force Bases, and speaks at educational institutions, military, and civic organizations to ensure the history of these esteemed men will be told. For further details as to how the 69th is carrying the Tigers’ legacy forward, go to their www.flyingtigers69thdrs.org

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London-Based FBO Chain Leads the Way in Network’s Commitment to IS-BAH

World Fuel Services announced this month that Harrods Aviation, the Air Elite Network FBO with locations at London’s Luton (EGGW) and Stansted (EGSS) Airports, has officially become the first Air Elite FBO to achieve the requirements for Stage 1 IS-BAH (International Standard for Business Aircraft Handling) registration. World Fuel Services commends Harrods Aviation for completing the audit process and serving as an example to the network membership. In early 2016, Air Elite announced their commitment to having established member locations comply with IS-BAH

safety standards. “A serious emphasis on safety and operational excellence is essential to running a world-class FBO and being successful in our industry,” said Harrods Aviation’s Managing Director, Paul Norton. “We fully support the network’s goal to have all member FBOs meet ISBAH requirements. Harrods Aviation is glad that we were able to lead the way, and we look forward to sharing our knowledge with the rest of the network.” The IS-BAH is designed to promote use of industry best practices blended through a progressive Safety Management System (SMS) for FBOs

and Business Aircraft Handling Agencies. The IS-BAH follows the longestablished structure of the International Standard for Business Aircraft Operations (IS- BAO) Program and fully incorporates the NATA Safety First Ground Audit Program. As a voluntary single global industry code of best practices, the IS-BAH provides, through an independent third party audit, a means of recognition and a well-founded safety management development process to assist aircraft operators with their SMS obligations under ICAO Annex 19. Both Harrods Aviation FBO locations successfully completed their IS-

BAH audits in late April. Kurt Edwards, Director General of IBAC, commented on Harrods Aviation’s completion of the audit, “Harrods Aviation committed early on to the IS-BAH program. They kindly hosted a successful workshop set at their Luton facility in 2015 and have since implemented the Standard, leading to the registration achievement at both the London Luton and London Stansted facilities. Harrods Aviation’s IS-BAH registration demonstrates commitment to upholding best industry safety practices in aviation.”

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

In Flight USA Celebrating 31 Years

June 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.

While mistakes are a part of the learning process, after a certain level of proficiency is acquired, the constructive value of mistakes diminishes. In fact, much time and effort has been devoted to the study of human factors, training, system design, procedures, etc. in order to minimize the occurrence of errors among more experienced individuals. This issue of CALLBACK looks at some errors encountered by people in various aviation professions who were at a level of proficiency where they “never again” wanted to repeat a particular error. But, to err is human. To continue learning from our own mistakes is a good thing and learning from the mistakes of others is even better. As Eleanor Roosevelt is reported to have said, “Learn from the mistakes of others. You can’t live long enough to make them all yourself.”

A Missed Opportunity

When the classic human factor elements of fatigue, “get-home-itis,” and expectation bias teamed up with improper approach procedures, this PA-28 Pilot narrowly escaped becoming a statistic rather than a wiser pilot with a valuable lesson to share. • I have many hours and many approaches to minimums as a single-pilot operator, mostly in Part 91 flying. I have flown very few missed approaches in that time. Based upon the Terminal Area Forecast (TAF) and current weather at the time of the approach, I expected to break out well above minimums. The aircraft did not have an autopilot and my hand-flown ILS approach was rock solid… I looked up fully expecting to see the runway in sight for continuation and landing on Runway 31. I saw nothing of the runway environment… I had made no mental accommodation to do a missed approach, as I just knew that my skills would allow me to land as they had so many times in past years. The only conscious control input that I can recall is leveling at the MDA [Rather than continuing to the DA? –Ed.] while continuing to focus outside the cockpit for the run-

NEVER AGAIN

way environment. It just had to be there! I do not consciously remember looking at the flight instruments as I began… an uncontrolled, unconscious 90-degree turn to the left, still looking for the runway environment. Through a break in the clouds and fog (I don’t know how low I was), I saw a clear picture of the runway lights showing [a runway] intersection… I just happened to be on a very low right base to the intersecting runway and reacted by chopping power, setting full flaps, and executing a steep right-hand turn at low altitude to land. I consider it a blessing to be able to write this report. I was tired when I departed for my return flight, having avoided convective activity with Center help on the way in earlier that day. I did file an alternate based on the TAF but really just wanted to get home and really never seriously considered that I would have to make a missed approach. I was flabbergasted when I looked up and could not see the runway, and my behavior was all downhill from there. My perceptions, judgments, and decisions from that point were automatic, faulty, and flawed. The discipline to call a missed approached had totally evaded me as I wandered in the fog trying to see the runway. Never again will I launch on an approach to low minimums without fully considering the real necessity of having to call a go-around and being much more aware of the implications of making that decision. The TAF was for better conditions than I encountered. At the time of approach, the ASOS (Automated Surface Observing Systems) was also reporting visibility and ceilings better than I experienced. Even though I have always enjoyed making approaches to low minimums, I will bring a different mindset to the procedure in the future. I’m still refining my personal minimum rule, something along the line of doubling the [published minimum]. If the TAF is lower than that number, then there must be a total expectation and commitment to either not take the flight or be totally committed to a missed approach and alternate airport landing when necessary. I was not but lived to relay this

story to you. I would also treat the TAF visibility in a similar fashion.

Early Descent

A familiar series of events led this pilot toward potential Controlled Flight Into Terrain (CFIT) before situational awareness was regained. The pilot offers some good insight into the value of singlepilot Crew Resource Management (CRM). • While diverting to an alternate, I received the ATIS and was being vectored for the ILS. After receiving a clearance for the approach, the Controller explained that he had just come on duty and was not aware that the glide slope was out of service. He apologized and amended my clearance to the LOC approach. I don’t remember the specific ceiling being reported, but I asked if anyone had made it in on the localizer since I was thinking that the weather was too low. He checked with the Tower and replied, “Yes.” I accepted the clearance for the LOC, but with all the radio transmissions and cockpit distractions, I never gave myself time to “brief the approach.” As soon as I was established, I started down to my first step down fix. The problem was, I was still outside the Final Approach Fix. I never received a TAWS (Terrain Awareness and Warning System) Alert, but realized my mistake when I received a “Terrain Alert” from my Number 2 NavCom. I arrested my descent and in doing so, the Alert went away. I had a “holy [cow]” moment, realizing what I had done and my potentially fatal CFIT situation. At that point, I continued on the approach and, being in shock over the mistake I had just made, missed my next and final step down fix to the MDA. As I continued to the Missed Approach Point, there was a small break in the overcast, but being high and in no place to make a stabilized approach to landing, I executed and reported “missed approach” to the Tower. They handed me back to TRACON, and I was vectored to the ILS for another runway, which concluded in a normal approach and landing. While I found no unusual hazards in

my “Preflight Risk Assessment,” it is apparent that my lack of familiarity with my destination airport combined with the lack of time for an approach briefing led to a lack of situational awareness in the approach procedure. In hindsight, better CRM may have included asking for vectors to come around again to intercept the final approach course, which would have allowed time for an appropriate approach briefing. Never again!

Under Pressure

When operational pressure and complacency influenced a routine tire change, this CRJ Maintenance Technician cut corners that could have cut short a career. • While I worked on a CRJ200 aircraft, two events stemmed from a #1 Main Landing Gear (MLG) tire change that I performed. I received a call from Maintenance Control to inspect damage of a #1 MLG tire. After receiving the limits via fax, I inspected the tire and found it to be beyond limits. Maintenance Control advised a new wheel assembly was going to be sent from another station along with the paperwork. When the wheel arrived, I skimmed through the paperwork and proceeded with the tire change. This is when multiple factors played into the mistakes I made. First: I did not deflate the old tire fully, and it was later shipped out by a coworker. Second: I failed to install a spacer on the new wheel, which was not removed from the unserviceable assembly. I clearly rushed through the Maintenance Manual due to complacency and to get the plane out on time after Maintenance Control stated that the pilots had an hour before they timed out. At the time I thought a tire is a tire, they’re all the same. I looked for the key points like torques and safety wiring, which ultimately led to my mistakes. It was dark, which added to my missing the spacer, and I did not have the proper tool on hand to deflate the tire, which led me to only partially deflating it. I know what I did was wrong, and I definitely learned from it. I will never again jeopardize my licenses and career like this. Continued on page 41

HED: MOUNTAIN HIGH OXYGEN ANNOUNCES NEXT GENERATION OF EDS (ELECTRONIC DELIVERY SYSTEM) PULSE-DEMAND OXYGEN CONTROLLERS

June 2016

Building on its leadership in engineered aviation oxygen systems, Mountain High’s newest break-through technology is the MH EDS-02D1-2G and EDS-O2D2-2G “Pulse Demand” digital computer Oxygen Delivery System, which bridges the gap between the somewhat clumsy con-tinuous flow portable oxygen systems and expensive in-panel permanent systems. The MH avia-tion portable systems will fit Cessna, Cirrus, Piper, Mooney, Beechcraft, and most other general aviation aircraft. In contrast to constant flow systems, that deliver more oxygen than the body needs, the O2D1 and O2D2 provide a short, measured pulse as you inhale. This efficient patented delivery technology ensures that you get the proper amount of oxygen, according to your breathing rate and physio-logical needs, at your altitude to stay safe and comfortable. It also promises a dramatic increase in cylinder duration, which enables you to enjoy the benefits of oxygen use below the man-

Safe Landings Continued from Page 40

From Complacency to Crisis

A low-stress environment can lead to complacency and increase one’s susceptibility to committing errors. For this Air Traffic Controller, a routine departure vector culminated in a traffic alert in which technology likely prevented a midair. • An M20 was enroute at 9,000 feet, west to east. A CRJ200 was a departure off Runway 11. Traffic was slow, and I was only controlling four planes. I established radar contact with the CRJ200 on departure and put him on course. The CRJ200 was climbing out of about 4,000 feet when I switched him to Center. At the time, the conflict with the 9,000 foot overflight M20 was about 15 to 20 miles away, and I did not see it. I saw the conflict when the aircraft were about six to seven miles apart and opposite direction to each other. I called to the aircraft I was talking to (the M20) and told him to turn right heading 180 immediately and then gave him the traffic call. I did not wait for the response and called Center and said to turn the CRJ200 north. Both aircraft were on east/west lines opposite direction to each other. The CRJ200 was heading 270; the M20 heading 090. I again called the M20 to turn right heading 180 immediately with no response. I made the call again, no response. Then the M20 called

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dated alti-tude. This means fewer headaches, less fatigue, and better alertness when flying at night or long distances, enabling you to fly longer between refills, saving weight, as well as space with a smaller cylinder! The MH-EDS System, with the patented redesigned digital electronic Pulse-Demand oxygen de-livery system, enables the general aviation pilot to fly flight operations at pressure altitudes up to 25,000 feet with safety and comfort. Different from the “standard” constant flow systems, the MH-EDS wastes no oxygen during the two-thirds of the breathing cycle (exhaling and pausing before inhaling again) when oxygen is not being delivered to the lungs. Studies show that 90 per-cent of the oxygen supplied by the MH-EDS is transferred to the blood. The MH-EDS digital “Pulse Demand” System reduces oxygen consumption dramatically. The average user will enjoy a conservative consumption drop of four to six times compared to the constant flow

systems. The system operates for up to 50 hours on the single nine-volt alkaline battery and will turn itself off if not used. Easy to use, the MH-EDS reduces oxygen-related cockpit work to nil. There are no flow indica-tors to watch or valves to manually adjust due to altitude changes. The rotary switch cycles the MH-EDS through the various modes that automatically deliver the required supplemental oxygen pulses for various altitudes. The complete basic system consists of an aluminum main oxygen cylinder (buyer has a choice of sizes with upgrades available to the very lightweight Kevlar or Carbon-Fiber wrapped cylinders), primary reducing regulator, low pressure service line, the MH-EDS unit, breathing cannula, face mask, tote bag, and a cylinder carry bag. A complete MH-EDS O2D1-2G (O2D1-113-1P-H) single place system starts at $875 and a two-place system from $1,150. No matter what the size of your airplane, balloon, or sailplane, MH has the

oxygen system tech-nology to make your flight a complete success. A variety of options are available to meet the specific needs of the individual pilot. Options in-clude extremely lightweight composite cylinders in a number of sizes, regulators, adaptors, in-panel systems, brackets, connectors, masks, and service lines to name a few. The Systems and options can be ordered, with quick delivery, from Mountain High Equipment & Supply Com-pany. To order, contact Mountain High Equipment & Supply, toll free at 800/468-8185 or email: sales@MHoxygen.com. Information and links on the comprehensive line of MH aviation oxygen equipment and supplies can be found at www.MHoxygen.com

and said, “Are you calling me?” and I realized I had been using the wrong call sign. The call sign had a “W” and I had been calling “M.” The aircraft passed clear thanks to TCAS and a RA alert. This near midair was completely my fault. I was complacent and focused on

the departure aircraft. I gave him the same thing we always give them. The slowness of the position and routine of the departure lulled me into a false sense of awareness. I have [many] years of ATC experience, and this goes to show you can never let your guard down. If

TCAS had not been on the aircraft, the outcome could have been catastrophic. I have learned from this error and will be forever diligent. Never again!

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SOLAR IMPULSE: A VISION BECOMES REALITY AND ON THE GROUND In Flight USA Celebrating 31 Years

Solar Impulse started off with Betrand Piccard’s vision of building an airplane capable of flying night and day without using any fuel, propelled solely by solar energy. The aim of the project was to develop a symbol, which would attractively promote a pioneering and innovative spirit, particularly in the field of renewable energy and clean technologies. Solar Impulse’s goal is to demonstrate that clean technologies such as the ones used on the Solar Impulse airplane, have the potential to change lives, societies, and future markets in an unprecedented way. Solutions exist to run the world on clean technologies. “If an airplane can fly day and night without fuel, everybody could use these same technologies on the ground to halve our world’s energy consumption, save natural resources, and improve our quality of life. Our hope is to motivate everyone to reduce their dependence on fossil fuels in their daily lives and encourage concrete actions for sustainability,” said Piccard. By pushing back the boundaries of the possible, going into the unknown and taking on a project deemed unfeasible by industry experts, Piccard and André Borschberg want to support concrete actions for sustainability and show that

the world can be run on clean technologies. The synergy between the different personalities and approaches of the two Swiss pioneers is a key success factor of the project. To translate Piccard’s vision into reality, it took more than 10 years of calculations, simulations, construction, and testing by a technical team brought together and led by Borschberg. As a result, the Solar Impulse 2 – a genuine flying laboratory and concentration of clean technologies – is flying around the world with no fuel. To take up the challenge of achieving the first Round-TheWorld Solar Flight, each link in the propulsion chain, from the solar cells to the propellers, has been optimized. • Single-seater aircraft made of carbon fiber • Unpressurised and unheated cockpit of 3.8m 3/134 ft. 3 • Wing span: 72m / 236ft. (larger than a Boeing 747: 68m /223 t.) • Length: 25m/82 ft. • Weight (empty): 2300kg/ 5100lb (equals an empty family car) • Cruising Speed: 45-55km/h / 2834mph (25-30 KIAS (Knots-Indicated Air Speed) at sea level) • Max. Altitude: 8’500m / 28’000ft

(Flight Level: 280) • 17,248 solar cells built into the wings that power the four batteries (38.5kWh per battery) that in turn power the four electric engines (13.5kW / 17.5hp each) and the propellers • The propulsion system is 93 percent efficient i.e. only seven percent energy loss compared to a car that loses 70 percent “From the beginning, we knew that the plane would require a large wingspan to reduce drag and a large surface to insert enough solar cells and produce sufficient energy whilst at the same time have an ultra-light structure to save a maximum amount of energy and fly throughout the night on batteries. The aircraft structure uses the most advanced technologies and has stimulated scientific research in the fields of composite structures, lightweight materials, electric propulsion, and methods for managing and storing energy,” states Borschberg. When the weather turned better as of mid-April 2016, Piccard and Borschberg resumed flying around the world with no fuel, rising up to more technical, human, and operational challenges. Solar Impulse 2 has already crossed half the globe – and with 20,000 km left to lay

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down a marker for the future – crossing the remainder of the Pacific, the United States, and the Atlantic, which has been to date as exciting and adventurous as crossing Asia and the first leg of the Pacific. In March 2015, Solar Impulse 2 took off from Abu Dhabi for a 35,000km journey to Oman, India, Myanmar, China, Japan, the USA, back to Europe, and Abu Dhabi. However, in July 2015, after a record-breaking flight of five days and five nights (117 hours and 52 minutes) and around 8,900 km, Solar Impulse suffered battery damage due to overheating. This led to an unforeseen pause in the adventure, as it was going to take the team more time to repair the battery system than the remaining time left before the end season with favorable weather conditions to continue the Round-TheWorld Solar Flight. When Solar Impulse was initiated in 2003, the aviation industry thought that a flight around the world powered by solar energy was infeasible. Therefore Piccard and Borschberg searched for the necessary knowledge elsewhere. It’s thanks to a diversified team with a positive outlook and a wide network of partnerships that Solar Impulse has been able to develop technologies that give solutions capable of meeting many of the many challenges facing our society today. Indeed, the energy- efficient solutions developed by Solar Impulse can already be used in electrical networks, houses, cars as well as IT equipment and household appliances. Solar Impulse is approaching perpetual flight and therefore, theoretically, could fly forever solely powered by the energy of the sun. One of the main challenges is the human factor i.e. pilot’s sustainability. No sleep is permitted whilst the plane is flying over populated areas, but over the oceans, sleep is planned and integrated in the form of short naps of up to 20 minutes at a rate of one to 12 times a day. The pilots have also developed techniques to relax the body while remaining awake – Piccard uses techniques of self-hypnosis and Borschberg uses yoga techniques. “I got trained at hypnosis and self-hypnosis in 1992 in anticipation of the first transatlantic balloon race that would consist of five days and five nights over the Atlantic in a tiny capsule. I use all these techniques when flying with Solar Impulse. In the case of resting periods, the method is to dissociate the head from the body. The body can Continued on Page 49

BELL HELICOPTER SIGNS LOI WITH HORIZON INTERNATIONAL FLIGHT ACADEMY June 2016

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Bell Helicopter, a Textron Inc. company, announced this month the signature of a Letter of Intent (LOI) with Horizon International Flight Academy to become the first Bell Helicopter authorized training center in the Middle East. Based at Al Ain International Airport and purpose-built for flight training, Horizon International Flight Academy sets the benchmark for pilot training in the Middle East, delivering unequalled flight training. “We are looking forward to becoming a member of the Bell Helicopter authorized training network,” said Hareb Thani Al Dhaheri, CEO, Horizon International Flight Academy. “Since our inception in 2003, our goal has been to provide training solutions that meet international standards in a safe and secure environment. With the increasing demand in the region for pilots, we are at the forefront of meeting this requirement for both the Military and Civil sectors.” “Our commercial helicopter sales have tripled since last year in the Middle East,” said Ray Lamas, General Manager, Global Customer Training, Bell Helicopter. “We are thrilled that Horizon International Flight Academy has expressed interest in becoming a Bell Approved Authorized Training Center for both single and twin engine Bell

Helicopters. We have been planning to expand our training footprint in the region to cater to the growing presence of Bell Helicopter and to better serve our customers, and Horizon’s reputation for their training capabilities is second to none.” Bell Helicopter provides its customers with local support in every corner of the world and has the largest support network in the industry with more than 100 Authorized Customer Service Facilities in 34 countries. Ranked number one by customers for 21 consecutive years in the Helicopter Product Support Survey from Professional Pilot Magazine, Bell Helicopter has also earned top honors in Vertical Magazine’s first-ever comprehensive helicopter manufacturer’s survey. Bell Helicopter is committed to having resources where customers operate to speed up delivery of service and support and give customers access to service professionals who are easy to reach, know the operating environment, and understand their needs.

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TRUCKEE TAHOE AIRSHOW & FAMILY FESTIVAL – TOP 10 THINGS TO KNOW ABOUT THE SHOW! In Flight USA Celebrating 30 Years

The Truckee Tahoe AirShow & Family Festival is flying into its fifth year with family-filled activities and fullthrottle fun. Admission and parking are free. The event happens on Saturday, July 9, from 9 a.m. to 4 p.m. This year’s theme is Space, Science, and Beyond, an exploration into STEM – Science, Technology, Engineering, and Mathematics. Keeping with the theme, the air show’s Grand Marshal will be former NASA astronaut and retired U.S. Air Force Test Pilot, Karol “Bo” Bobko. Colonel Bobko’s list of accomplishments is extensive. He became a NASA astronaut in Sept. 1969 and was a crewmember on the highly successful Skylab Medical Experiments Altitude Test (SMEAT). The test was a 56-day ground simulation of the Skylab mission, enabling crewmen to collect medical experiments baseline data and evaluate equipment, operations, and procedures. On air show day, Bobko will be giving a fascinating presentation. Event details are available at TruckeeTahoeAirShow.com.

July 9, 2016 – 9 a.m. to 4 p.m.

Here are the top 10 things to know about the show:

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• This air show boasts one of the most gorgeous back drops and is located less than 15 minutes from one of the most gorgeous vacation destinations – Lake Tahoe, Calif. • The air show will bring the Truckee sky alive with world-renowned performers, including Spencer Suderman (Guinness World Record holder for inverted flat spins), Rich Perkins soaring full speed in the Fire Cat jet, Danny Sorenson with his own designed and built BF9-2 biplane, and Bill Braack racing his Smoke-n- Thunder Jet Car against an airplane. And there’s much more. Huge warbirds will be on display and modern aircraft too. • New this year is a STEM Expo with hands-on exhibits designed in an effort to expose children and young adults to career and educational opportunities in aviation, science, technology, engineering, and mathematics. • A Family Festival by Truckee’s KidZone Museum fills the airport’s lawn with families having fun. Children’s activities include puppet shows, music sing -a- longs, stilt walkers, face painting, storytelling, and a spectacular view of the air show. • Sign-ups for free flights for kids ages eight to 17 happen on Saturday, July 9. Flights occur on Sunday, July 10. Experienced volunteer pilots and ground crew from the EAA Truckee Chapter 1073 Young Eagles Program bring the

June 2016

thrill of flight to young people. • For a cost, take a ride in a warbird from the Commemorative Air Force SoCal Wing or a helicopter. This just might be a once-in-a-lifetime opportunity. A percentage of the ride cost goes to local youth, so please plan to soar. • VIP Hospitality Tent gives guests a chance to have the best seats in the house. A pass includes a catered lunch, beer, wine, non-alcoholic beverages, shade, tables, chairs, and even private restrooms. Tickets are $45 in advance and $50 the day of the show. A limited amount of tickets are on sale online and at the airport. • There is even a raffle for a threeday “Living the Life” getaway package to the Bay Area. One lucky couple will have the opportunity to win a flight to San Carlos donated by Surf Air. Tesla will greet guests at the airport, where they will experience a Model S for the duration of their stay. Proceeds will be donated to Big Brothers Big Sisters of Nevada County. • The Truckee Tahoe Airport District funds the operational cost of the event as a gift to the Truckee North Tahoe Community. This structure allows the three nonprofit organizations that produce the event an opportunity to raise money for local youth. • All event proceeds go to local youth. The money is raised from sponsorships, sales from vendor booths, t-shirts and raffle tickets, as well as VIP Hospitality Tent Passes and a percentage of ride fees in a warbird or helicopter. “Every year this event keeps getting better. Performers are reaching out to me asking to participate in our show; past sponsors are excited about participating again to support youth organizations, and our group of volunteers continues to be enthusiastic and hard- working,” said Tim LoDolce, chairman, Truckee Tahoe AirShow & Family Festival. “Come out and see the show.” A special thanks to our leading sponsors: Truckee Tahoe Airport District, Western Aircraft, Pilatus, Clear Capital, Hampton Inn & Suites, Sierra Sun, Surf Air, Capital Radio/NPR, and Cumulus Radio. For more information about the airshow, visit TruckeeTahoeAirShow.com

June 2016

www.inflightusa.com

PREPARING

The Pyl on Pl ace

ANOTHER GREAT YEAR

Marilyn Dash’s

FOR

our years ago, I wrote a column for June about the State of the Races. At that time, we were still struggling with the aftermath of the crash in 2011. The NTSB presented their recommendations, and we were wading through them, trying to figure out what to do next. Changes had to be made. Modifications had to be made. Operations needed to change. What else did we have to do to keep going for another year, another five years, or another 10 years? Reading through those old columns from that time, I realize how much we have been through and how many people were part of the solution. We are still here. We are growing and things are looking up!

Pylon Racing Seminar in June

PRS is scheduled to take place in mid-June, and we have a record number of attendees. Each class will have a nice turnout, but the Sport Class is the winner with 54 people and 47 airplanes expected to attend. At this rate, the Sport Class will need another week added on to the event just to keep up with the demand! What an amazing success story. The Sport Class started out in 1998, sponsored by Lancair at the time. Dave Morss won the first several years flying the Lancair Company Plane. The Class was run well and really attracted a great group of people. To go from those early days, to having the potential of 60-70 racing applications for 2016, that is an amazing success. They are not exactly sitting on their laurels either. The Sport Class has devised a new and interesting racing segment, which they are pitching to RARA and to the FAA. There will be a demo/practice of the new segment at PRS, so hopefully they will get clearance, and I’ll be able to tell you more about it, after it’s signed off by the governing bodies. Otherwise, their Medallion and Bronze races may be on the T6 course – to keep the action closer and the fans attention focused on the racers. The Gold

race will likely be 325-400 mp, especially with Jeff Lavelle coming back, John Parker back in the hunt for his repeat. This is going to be great! The Jet Class has eight entries for PRS and is still growing like crazy. Look for new wing tips and new pilots – and even new airplanes. Biplanes have at least six attendees for PRS. Again, some new pilots and some new aircraft – and some people and planes we know and remember are returning. Unlimited Class has several Rookies coming to PRS – and one boomerang (someone who attended PRS, never raced – and is back). The latest word is Strega may be taking the year off, but Tiger’s new Young Gun will likely be at PRS in Czech Mate! Yes! Tiger’s Young Gun is a great guy named Jay Consalvi. I wrote about Jay in 2010 when he attended PRS in Doug Mathews old Corsair. He did great, but he ended up not racing that year – or since. Jay was one of the main characters in the movie Speed and Angels. If you haven’t seen the movie, you should look for it! It’s considered to be the Real Life Top Gun, and Jay is a rock star in this movie! I know he’s been flying Strega and Czech for several months and should be a great addition to the races. It looks like there will be a bunch of Yaks at PRS this year and maybe a Mustang or two? Formula 1 made some changes last year– among them putting Phil Goforth in charge of building their pilot roster. The next thing you know, they have 15 Rookies coming to PRS. He has been on the phone talking to everyone who ever thought about flying an F1, those who own F1s and haven’t raced before, and everyone in between. Expect a lot of excitement around this class in September. Final thoughts – although just four years ago – we thought we may have been done racing in the high desert outside of Reno, Nev., we are back, we are growing, and things look great!

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

www.inflightusa.com

RENO!

Jeff Lavelle is back in the World’s Fastest Glasair. (20West:Bruce Croft)

Jay Consalvi at PRS in 2010. (Ken LInde)

I can’t wait to hear all the stories from PRS and start getting ready to see my September Family in just a few months!

The Pylons are waiting. (20W: Bruce Croft) Until then, Fly Low… Fast and Turn left!

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

OHIO MAN WINS FLIGHT

OF A LIFETIME

In Flight USA Celebrating 30 Years

June 2016

Ben Rayl has Winning Ticket to Fly P-51 Mustang, Supports Mercy Flight Southeast

Ben Rayl of Loudonville, Ohio will soon fly a piece of World War II history. Mercy Flight Southeast drew Rayl’s winning raffle ticket for a chance to fly a P51 Mustang. Stallion 51 had donated the experience flying its “Crazy Horse” to raise money for Mercy Flight Southeast, which provides free air transportation to adults and children who need to get to far-from-home medical care.

By Ed Downs

The passing of David Ollin Butler on Jan. 14, 2016 came as a shock to Dave’s family, friends, and this writer. Some readers will not recognize this name, but many will recognize his firm, Aviation Seminars, a company that has been providing weekend pilot training for written examinations since 1974. This writer has worked with Aviation Seminars for more than 30 years, and was delighted when the talented Dave Butler

“I never thought in a million years that I’d ever win anything, but I knew I had to buy a ticket. I started reading about Mercy Flight, and I knew the money was going to a good cause,” said Rayl who is a highway technician for the Ohio Department of Transportation and served in Iraq with the 612th Engineer Battalion in the Ohio National Guard. “I’ve always been fascinated by planes and have wanted to get a pilot’s license. The P-51 has a

DAVE BUTLER MEMORIAL

post-flight briefing reviewing the threecamera video that captures all of the action during the flight. Also included is a Certificate of completion, photo of the aircraft flown, copy of the in-flight video and logbook entry. For more than 25 years, Stallion 51 has been a world leader in WWII aviation, focusing on safety and quality flight training. For more information, visit stallion51.com or call 407/846-4400.

Wishing Dave Butler Blue Skies and Tailwinds

became the owner of this fine company, leading it into the new millennium. Under Dave’s leadership, Aviation Seminars continued its long history of airline quality training, positively affecting the lives of thousands of pilots seeking both a recreational and professional flying experience. It is fair to say that Dave Butler has touched countless lives, as many Aviation Seminars trained pilots have gone on to fly for the world’s airlines, with skills learned from Aviation Seminars. Even the passengers on board

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Dave Butler (right) with his son David Jr.

these airlines owe Dave Butler a vote of thanks. Dave’s son, David Jr., has vowed to carry on the business in the same fine tradition fostered by his father. Dave grew up in Southern California, and took his first airplane ride while in junior high. The rest became history. Fascinated by aviation, Dave was a CFI at Orange County airport by the age of 24. He successfully operated two FBOs in the San Diego area (no small achievement!) where he met the love of his life, Amelia. Together, they purchased Aviation Seminars, now a family tradition. Dave frequently commented that his passion for flying superseded a mere love of flight. He needed to fly! Helping others achieve their aviation goals became

Dave’s life work. Dave’s other passions such as building things, electronic gadgets, astronomy, and enjoyment of the Southern California lifestyle, opened gateways of enjoyment to his family and friends. Dave was a quiet follower of Jesus and showed his love by his generous heart and creative ways, all of which this writer experienced and enjoyed. He is survived by his wife of 38 years, Amie, and six children and 10 grandchildren. In Flight USA extends our heartfelt condolences to the family of this remarkable contributor to our industry. We know that his legacy will continue to grow as his spirit watches for the blue skies above. From this writer, Dave, say hello to my friends.

Solar Impulse 2 (Si2) landed at Lehigh Valley International Airport, Penn., with Bertrand Piccard at the controls, on May 25 at 8:49 p.m. local time (UTC-4) after taking off from Dayton International Airport, Ohio, the same morning at 4:02 a.m. local time (UTC-4). The flight, that took 16 hours 47 minutes and 649 miles (1’044 km) at an average speed of 38.65 mph (62.20 km/h) and maximum altitude

of 15,000 feet (4,572 m), is part of the attempt to achieve the first ever RoundThe-World Solar Flight, the goal of which is to demonstrate how modern clean technologies can achieve the impossible. As soon as possible, weather permitting, André Borschberg will pilot Si2 to New York City completing the crossing of the United States. For more information, visit www.solarimpulse.com

SOLAR IMPULSE 2 LANDS LEHIGH VALLEY

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special place in my heart because of its role in World War II.” Rayl will be flown to Stallion 51’s Kissimmee headquarters for his once-ina-lifetime flight. The hands-on Mustang flight, which is designed for any level of piloting expertise, includes pre-flight briefing and cockpit orientation; a one-hour hands-on flight that encourages the individual to do 95 percent of the flying, followed by a

libertybk.com U 831-338-6477 Member FDIC

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UNMANNED AND SUNNY DRONE EDUCATION EVENT

June 2016

www.inflightusa.com

Aerospace Center for Excellence will host Unmanned and Sunny on Wednesday, July 13, 2016 from 1 – 4 p.m. at Aerospace Discovery at the Florida Air Museum, located on the Sun ‘n Fun Expo Campus 4175 Medulla Rd., Lakeland, Fla. Unmanned and Sunny is a free drone education and awareness event for the public to learn about safe drone operation and the upcoming career opportunities that exist in the drone industry. “There are a lot of misperceptions about drones,” said Robb Williams, Executive Director of Aerospace Center for Excellence. “This valuable program will be instrumental in informing the general public about legalities and safety of UAV operations. The presenters are the best in their field.” For additional information about Unmanned and Sunny, please contact Robb Williams, 863/904-6848 or RWilliams@sun-n-fun.org.

Presenters:

ning sports videographer and technician with more than 25 years in the broadcast television industry. A licensed pilot, skydiver, and aerial camera operator, he has been a pioneer in point-of-view camera technology working closely with GoPro Camera, Inc. from their early days to present. Bob Jex is the newest member of the Orlando FAA Safety Team, having served as an aviation safety inspector in Central Florida since 2004. He brings a deep background of flight instruction and public service, and is passionate about his work. Dr. Ryan Wallace is a former military officer, aviator, and combat veteran with broad-based technical, operational, and leadership skills, and subject matter expert of small unmanned aerial systems. Dr. Wallace previously worked for the Boeing Corporation and is currently a Professor at Polk State College in Lakeland, Fla. Sponsors of this event include the Federal Aviation Association and the Florida Aviation Network.

BASIC WIRING AND AVIONICS INSTALLATION

Dan Foard is an Emmy Award-win-

A Basic Wiring and Avionics Installation course designed for certificated repairmen, new avionics technicians, aviation maintenance technicians, and recent graduates interested in improving or acquiring the skills necessary to perform avionics installations is being offered by the Aircraft Electronics Association. This three-day seminar, offered Aug. 8-10, employs in-depth theory and hands-on lab exercises to immerse the attendee in the best practices used to plan, manage, and install a general aviation avionics panel. Installation lab includes: Garmin GNS 530, GMA 340, MidContinent Instruments, and Avionics MD200-206CDI, Sandia SAE 535 Altitude Encoder.

Presented by: Azimuth Aerospace Solutions LLC

Course Objective: A course designed to provide the student with basic skills and knowledge to design, develop, plan, and perform the mechanical and electrical installation of a typical Garmin avionics suite. Course Goals: • The students will perform a typi-

cal installation of an avionics suite. • Students will understand what is involved and how to plan/manage an avionics installation • Students will gain an understanding of common installation considerations, procedures, methods, and techniques • Students will gain an understanding of common antenna installation procedures. • Students will gain an understanding of transmission line fabrication procedures and precautions • Students will gain an understanding of specialized installation tools and how to properly use them when performing the mechanical and electrical installation for a given avionics package • Students will gain an understanding of required documentation • Students will gain an understanding and perform post-installation checkout and testing The course is offered at the AEA Headquarters in Lee’s Summit, Missouri. For more information or to register, visit www.aea.net

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

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2500 TTSN, 800 SFOH, Only two owners since new, Always based in CA. Original Paint/Interior, NDH ........................$34,950

1955 Beechcraft T-34B Mentor

1940 Phillips Aviation CT-2 Skylark

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In Flight USA Celebrating 30 Years

AIRCRAFT The same location for 50 years. American Aircraft Sales, Hayward Airport, CA, www.americanaircraft.net, (510) 783-2711. 3/13 From Trade-ins to Aircraft Management, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 8985151, www.tjair.com. 3/13

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

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

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

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

Aircraft Spruce & Supply. Free 700page catalog, Corona, CA & Peachtree City, GA, www.aircraftspruce.com. 10/06 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

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

Aircraft Engine Parts & Service. Gibson-Aviation, El Reno, OK, (800) 992-4880, gibsonaviation@msn.com. 11/14

OXYGEN SUPPLIES

HANGARS/TIEDOWNS

PROPELLERS

Aviation Building Systems, custom designed hangars for 44 years. R&M Steel Co., Caldwell, ID, (208) 454-1800, (866) 454-1800, www.aviationbuildingsystem.com. 51217:TFN

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

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

AIRCRAFT FINANCING

AVIATION CONSULTANTS

Avionics for Every Mission. Installation, bench repair, a/p specialist, all major brands. Airtronics, Calaveras County Airport, CA, www.airtronicsavionics. com, (209) 736-9400. 11/14 Basic installs to complete panel and glass retrofits. Great service and value pricing. Pacific Coast Avionics, (800) 353-0370, www.PCA.aero. 7/15

Divorce-Paternity Cases. Contact Lawyers for Men's Rights, (213) 3848886, www.mensrightslawyers.com. Offices of Stuart J. Faber. 4/10

Get Top Retail for Your Aircraft Aircraft sales, jet sales, management, financing. USA Aircraft Brokers, (877) 417-3069. 51218:TFN

AVIONICS

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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

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

#1 Largest Network of Aircraft Brokers in the United States Become an Aircraft Broker — Available in Your Area Start today with USA’s proved system for listing and selling everything from high-performance single-engine airplanes, cabin class through jets, and helicopters & jet fractional shares. Includes multi-million-dollar inventory from which to start selling.

FLYING CLUBS

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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

BUSINESS OPPORTUNITIES

Call today (504) 723-5566. Visit Business Opportunity Section at www.usaaircraft.com. 4208:TFN

Fuel Cells. Repair, overhaul or new. New tanks with 10-year warranty. Hartwig Aircraft Fuel Cell Repair, www. hartwigfuelcell.com. 2/09

ENGINES

Aircraft Insurance WARNING! Don’t even think of calling another agent until you’ve called us first! Access the entire market with just one call. Best rates. Broadest coverage. All markets. Aviation Insurance Resources, (877) 247-7767, www.AIR-PROS.com. 1716:TFN

Complete turn-key proved system. No experience necessary. Will train. Licensed USA Aircraft brokerage.

FUEL

Quality, Service & Price, keeping the cost of aircraft engine maintenance down. Aircraft Specialties Services, Tulsa OK, (918) 836-6872. 10/06

Aerobatics instruction and air shows. Anna Serbinenko's Sky Dancer, (604) 946-7744, www.cfc.aero. 7/15

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

No cheap imitation watches at HME! To order or for information, (888) 4646660 or www.hmewatch.com. 1/15

SAILPLANES/SOARING

Old School Aviation. Advanced Warbird training. Contact Dan Vance (707) 972-1293 at Sonoma Jet Center, Santa Rosa, CA. 8/14

Northgate Aviation Chico Jet Center®

General Aviation Services FAA Charts Available in NoCal Shell Aviation Products Chico, CA, (530) 893-6727 Diamond Service Center, maintenance, rentals, flight school, tiedowns, and hangars. 7707:TFN

DuraCharts — Best print quality, resistant to tearing and liquids. Produced by pilots for pilots. www.DURACHARTS. com. 8/14

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

FLIGHT INSTRUCTION

rona Municipal Airport, (951) 737-1300, www.CoronaAirVentures.com. 8/14

June 2016

“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

Aircraft Sales & Corporate Aircraft Management NAAA-certified appraisals, FDIC & RTC approved. Sterling Air, Carson City, NV, (800) 770-5908, (775) 885-6800, www. sterling-air.com. 11601:TFN

AIRCRAFT INSURANCE Specializing in personal, business and charter aircraft. Best price, coverage & customer service. Zanette Aircraft Insurance Center, (650) 593-3030, (888) 723-3358. 10/06

West Valley Flying Club, San Francisco Bay Area. Palo Alto (650) 856-2030, San Carlos (650) 595-5912, www.wvfc. org. 4/16 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

AVIATION TRAVEL 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

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 Legacy Flight Museum Rexburg, ID (208) 359-5905 rexburg.org Mid-Atlantic Air Museum Reading, PA (610) 372-7333 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.

AIR TRANSPORT FOR KIDS WITH CANCER

www.hopeflightfoundation.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 Santa Clara County Airmen's Association webmaster@sccaa.com

4/16

Corporate Angel Network Provides air transportation for cancer patients. Located White Plains, NY, www.corpangelnetwork.org. 4/16 EAA Young Eagles Offers free flights for aspiring pilots ages 8 to 17. www.youngeagles.org. 4/16 Air Charity Network Addison, TX, (877) 621-7177 www.aircharitynetwork.org

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Call (650) 358-9908 Current Ad Expiring? To renew, email: 3rdavenue@embarqmail.com

Solar Impulse: A Vision Becomes Reality

Continued from Page 42 regenerate into a very deep relaxation while keeping the brain alert enough to check the instruments and follow what happens during the flight,” states Piccard. The Mission Control Center, which is based in Monaco, is in permanent contact via satellite with the airplane. More than 20 specialists anticipate every possible scenario and transmit information enabling the pilot to follow the optimum flight plan and complete his mission successfully. When flights are in progress, the flight parameters are re-calculated twice a day, taking into consideration the prevailing weather situation and amount of sunshine. Flight altitudes and track are optimized to ensure enough on-board stored energy to fly through the night. In search of the most suitable patterns for the Round-The-World Solar Flight, several thousand flights have been simulated taking account of varying meteorological conditions. Through Solar impulse, Piccard also actively promotes the use of new modern clean technologies as an opportunity for change and seeks to influence decisions and bring progress within political, economic and social systems, and institutions. His message conveys a visionary approach: solving climate change is not an expensive problem but rather a unique opportunity for profit and job creation. Climate change, and in particular CO2 emissions, are mainly caused by inefficient energy sources. If those outdated technologies were to be replaced with modern technologies, such as the ones used on the Solar Impulse 2 aircraft, the energy consumption of the world, and therefore the C02 emissions, could divide by two. “If an airplane can fly day and night without fuel, everybody can use these same technologies on the ground to halve our world’s energy consumption, save natural resources, and improve our quality of life. Solar Impulse is a perfect example to illustrate that solving climate change is a profitable opportunity, not an expensive problem, and that it is possible today to bridge ecology and economy,” said Piccard. Flying around the globe aboard their silent airplane, propelled solely by the energy of the sun, Piccard and Borschberg are making history with clean technologies. Through innovation and pioneering spirit, their adventure proves that change is possible and that there is reason to hope for a sustainable world. Solar Impulse’s energy efficient solutions can already be used, not only in the air but also on the ground, and have the potential to change lives, societies, and future markets in an unprecedented way. For more information about Solar Impulse and it’s current journey around the world, visit www.solarimpulse.com.

Solar Impulse 2 overflying the Golden Gate Bridge in San Francisco.

Right: Bertrand Piccard with Google Co-Founder Sergey Brin after the landing in Moffett. (Solar Impulse/Revillard/Rezo.ch)

(Solar Impulse/Revillard/Rezo.ch)

Left: Bertrand Piccard & André Borscherg After The Landing Of Si2 At Moffett Airfield. (Solar Impulse/Revillard/Rezo.ch)

Solar Impulse 2 leaving for the U.S. West Coast.

(Solar Impulse/Revillard/Rezo.ch)

In Flight USA Celebrating 30 Years

June 2016

AD INDEX Aerozona Parts ....................44

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“Still Specializing In First Time Buyers And Student Pilots Needs" Schools out! Now Come and Get your Pilot's License!

Late Model - Prettiest 210 you’ll ever see!

1969 172

One owner for over 15 years and a showpiece ...make offer.

2008 Sting

S3 LSA. Dual sticks. Only one on the west coast. Call me!

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

JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT HOME OF WHAT’S UP?! AIRSHOW ENTERTAINMENT

Voted Best “After the Sale Customer Service” for the 18th Straight Year

Located at the beautiful Palo Alto Airport (PAO) in the Baylands Recreational Area where aviation, golf, nature and good food live in harmony creating a comfortable and convenient setting to select a new airplane. South of San Francisco along the west side of the bay, north of San Jose.

Larry Shapiro • Larry@LarryShapiro.com • Or Call Us! 650-424-1801 For more information about these planes and others, Please Visit Our Web Site: www.LarryShapiro.com

Fax: 415-898-5155 www.tjair.com Email: tjair@tjair.com

351 Airport Road #3 Novato, CA 94945 415-898-5151

The The Trinidad Trinidad Center Center 1990 SOCATA TB-20 TRINIDAD

1991 SOCATA TB-10 TOBAGO

1994 TB-21 TC TRINIDAD

Beautiful, well equipped, 2400 hours TTE and AF (available as 0 time engine). King HSI, KAP 150 autopilot, Argus 5000 moving map, BFG 900 Stormscope, dual Nav/Com, KMA 24 Audio Panel. Useful load 1164 lbs. Executive leather interior

Back on the market! Previous owner just traded for one of our Trinidads. Stylish with fresh paint and new glass. Great family airplane. Roomy, easy to fly, stable 4-seater. Bulletproof 180 hp Lycoming engine. Perfect for learning to fly.

Sleek airplane with lots of extras. 2130 TT & AF (available as 0 time engine). Full TKS Ice Protection, Garmin GNS 530W GPS, XM Weather Avidyne TAS600 Active Traffic Advisory System, WX-950 Stormscope, King KFC150 Flight Director/Autopilot. Always hangared. NDH, Complete logs. BEST value on a Turbo TB21 anywhere.

1980 MOONEY M20K 231

Ready for Summer Flying? Let’s make a deal! A well-maintained (Mooney specialist) located in Texas & California. Nicely equipped with higher time but still strong engine. 2954.7 TT, 1577 hours SMOH, 1200 hours SPOH.

1986 SOCATA TB-21 TC TRINIDAD

Great high-altitude flyer. Cruise at 185 kts, 11,000 nm range, go from sea level to 15,000 feet in 15 minutes, land in a 25 kt crosswind. Enjoy the feel and comfort of a fine European sports car, two entry doors, fabulous visibility and superior cockpit ergonomics. 2670 AFTT, Always Hangared.

Call T.J.

1970 AMERICAN CHAMPION 7GCAA CITABRIA

1980 PIPER T SARATOGA SP

Cute, fun, aerobatic ready. ONLY 7 hours SMOH. Icom ICA22 radio, Narco AT150 XPDR with Mode C. Accelerometer, Oil temp gauge and EGT.

Big, comfortable, high-altitude hauler. 177 knot cruise at 20K feet. Load it up. Go far, fly fast.PS Engineering PMA 800 Audio Panel & Intercom #1 Com/#1 Nav Garmin GNS 430 with glideslope & Color Moving Map GPS #2 Com/#2 Nav King KX 170B with glideslope King KT76A Transponder with Mode C. 2430 hours AFTT, 880 hours SMOH and SNEW.

1972 GRUMMAN AA5 TRAVELER

Great first time family 150 hp airplane. Perfect for learning to fly. 2582 hours TT. 845 SMOH by Textron Lycoming.

GREAT PARTNERSHIPS AVAILABLE 1991 SOCATA TB-20 TRINIDAD

1980 PIPER DAKOTA

1998 PIPER T SARATOGA

1/3 INTEREST in this GREAT plane located in Northern California, Gnoss Field (KDVO), 2400 TT, 200 SMOH, Garmin 430W and more.

1/3 OWNERSHIP, clean, beautifully maintained in No. California, Petaluma (KO69). 3711 TT, 1784.9 SNEW. Collins Micro Line, HSI, Stormscope, GPS, DME, ADF, Auto Control 111B, Xspdr, Hangared. *OWNER FINANCING AVAILABLE*

1/2 INTEREST!! Based in Novato, Ca. KDVO. Spacious,

comfortable, fast flyer. Vastly modified panel. Setup for PIC left or right side. Flies 174 KTS on 20 GPH at 10-12,000 feet. 1,900 AF Hobbs (no tach) TT. 157 hrs. SMOH Engine overhauled by Western Skyways to new limits with new cam and cylinders at 1743. All firewall forward components, motor mount, oil coolers, etc. overhauled.

1941 PORTERFIELD LP-65

1/2 INTEREST or BUY OUTRIGHT!!

Buying options abound: $12,500 for 1/2 share of plane OR $13,500 with electric start OR buy outright for $26,000. 500 TT, 200 SMOH, extras: 4 cylinder EGT, Electrical system, Strobes.

All specifications and representations are believed to be accurate to the best knowledge of the seller. However, it is the buyer’s responsibility to verify all information prior to purchase.

T. J. Neff

Phone: 415-898-5151

www.tjair.com

Email: tjair@tjair.com

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