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Calendar of Events
To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In
status before attending.
MARCH
Mar 8: 67th Cactus Fly-In, Casa Grande Airport, Ariz.
Mar 8-9: Shaw Air Expo /Thunder Over the Midlands (CANCELLED), Shaw AFB, SC
Mar 10-13: Verticon (By VAI), Dallas, Tex., 600-plus industry suppliers, 15,000 industry professionals from 85 countries
Mar 15: El Centrol Air Show, Free and open to the public
Mar 15: Yuma Airshow 2025, MCAS Yuma, AZ, CAF RISE ABOVE, Commemorative Air Force, Darnell Racing Enterprises, Inc., Heritage Flight Museum, Jim Peitz Aerosports, Inc., Patriots Jet Team, Precision Exotics, Redline Airshows • Tora Tora Tora
Mar 15-16: Space Coast Warbird Airshow (CANCELLED), Titusville, FL
Mar 15: NAF El Centro Festival of Flight, NAF El Centro, CA, U.S. Navy Blue Angels, F-16 Viper Demo Team Mar 15: Bluebonnet Airshow, Burnet, TX
Mar 22-23: Thunder & Lightning Over Arizona, Davis-Monthan AFB, AZ
U.S. Air Force Thunderbirds, F-35A Lightning II Demonstration Team, Ace Maker Airshows
Mar 22-23: California Capital Airshow, Sacramento, CA, U.S. Navy Blue Angels, F-16 Viper Demo Team • USMC F-35B Lightning II
Mar 25-30: Australian International Airshow (AIA), Avalon, AU
Mar 27-29: Women in Aviation International Conference, Denver, CO, Gaylord Rockies Resort & Conference Center
Mar 29-30: Defenders of Liberty Air & Space Show, Barksdale AFB, LA, U.S. Air Force Thunderbirds • U.S. Army Parachute Team Golden Knights
Mar 29-30: NAS Key West Southernmost Air Spectacular, NAS Key West, FL, U.S. Navy Blue Angels, F-35A Lightning II Demonstration Team, Skip Stewart Airshows
APRIL
Apr 1-6: SUN ‘n FUN Aerospace Expo, Lakeland, FL, U.S. Navy Blue Angels, F16 Viper Demo Team, F-35A Lightning II Demonstration Team, Titan Aerobatic Team
Apr 5-6: Aviation Nation Air Show, Nellis AFB, NV, U.S. Air Force Thunderbirds, F-22 Raptor Demonstration Team
Apr 5-6: Wings Over Homestead ARB, Homestead ARB, FL, F-35A Lightning II Demonstration Team, U.S. Army Parachute Team Golden Knights
Apr 12-13: Southern California Airshow at March Field 2025, Riverside (March ARB), CA, U.S. Air Force Thunderbirds
Apr 12-13: MCAS Beaufort Air Show, MCAS Beaufort, SC, U.S. Navy Blue Angels, F-16 Viper Demo Team, U.S. Army Parachute Team Golden Knights
Apr 12-13: Altus Air Force Base Open House & Airshow, Altus AFB, OK
Apr 12: Thunder Over Louisville, Louisville, KY, F-35A Lightning II Demonstration Team, Starlight Aerial Productions
Apr 12: Great Texas FreedomFest, San Antonio, TX
Apr 19-20: Dyess 2025 Open House, Dyess AFB, TX, U.S. Air Force Thunderbirds, Ace Maker Airshows
Apr 23-26: Feria Aeroespacial Mexico, Santa Lucia AB, MX
Apr 26-27: Air Power Over Hampton Roads, Langley AFB, VA, U.S. Air Force Thunderbirds, F-22 Raptor Demonstration Team, U.S. Army Parachute Team Golden Knights
Apr 26-27: Air Dot Show Augusta, Augusta, GA, U.S. Navy Blue Angels
MAY
May 2-4: Red, White and Blue Airshow, Monroe, LA, F-35A Lightning II Demonstration Team, U.S. Army Parachute Team Golden Knights, USMC MV-22 Osprey, GhostWriter Airshows, RJ Gritter Airshows, Titan Aerobatic Team
May 3-4: Air Dot Show Fort Lauderdale, Fort Lauderdale, FL, U.S. Navy Blue Angels, F-22 Raptor Demonstration Team
May 3-4: Wings Over Wayne Air Space & Technology Expo, Seymour Johnson AFB, NC, U.S. Air Force Thunderbirds
May 9-10: Wings Over South Texas (WOST), NAS Corpus Christi, TX
May 30: Flightpath to Net Zero international conference, Montreal, CAN www. aeropodium.com/saf
AERIAL PRODUCTIONS INTERNATIONAL AND THE BD-5J MICROJET READY FOR ACTION
Aerial Productions International, Inc , (API) owns the “World’s Smallest Jet Aircraft,” a BD-5J, Microjet, s/n BDA-01, officially recognized by Guinness World Records
Weighing in at a whopping 358 pounds, this particular jet holds the record for the class At 13 feet long and about 5 feet, 8 inches high, it fits neatly under the wing of an L-39 It looks more like a model airplane than the real thing, but real it is And to most readars, it’s even smaller –about the size of piece of paper!
However, this jet will remain on the ground for the foreseeable future and is used only as a static display in these photos. Jim Bede, a true aviation pioneer and the creator of the microjet, advised API to NOT to fly that jet, until a new engine could be fitted “It will definitely quit on you,” said Jim before his death a few years ago “And there’s no way to restart this particular engine in flight Get rid of it!”
So none of the five flying aircraft owned by API use that antique model They all use highly modified Microturbo TRS-18’s, itself an older engine, but upgrades and improvements have kept
Aerial Productions International owns the “World’s Smallest Jet Aircraft,” a BD-5J, Microjet, officially recognized by Guinness World Records (Courtesy Art Nalls)
the engine working and reliable. API recently re-engineered a critical engine part in the hot section This is made of a new super-alloy that did not exist when the TRS’s were originally designed, in the 1980s The new alloy provides another 100 degrees C protection Temperatures in the combustion chamber are hot enough to turn normal steel into mush Fast rewind back to the 1970s Jim Bede, with many superstars of
aviation design on his team, including Bobby Bishop and Burt Rutan, was busy turning out kit airplanes from his company headquarters in Kansas His first designs were mildly popular, but when news of his BD-5 debuted at the Oshkosh airshow, he knew he had a hit on his hands Designed as a single-seat, personal aircraft, with a pusher propeller, it was sleek, small and COOL! Orders started piling in, with Bede accepting deposits
toward the total kit prices
But there were issues Parts suppliers couldn’t keep up with demand Kits were shipped missing key parts And to top it off, his main engine supplier, Hirth Engines, went out of business Hirth had been in business since before WWII, supplying engines for snowmobiles The engines were simple, inexpensive, reliable and plentiful This simple engine was absolutely perfect for a homebuilder, but no longer available Bede was left with major holes in his design and business plan There were no engines and not enough critical spare parts
Advertised as buildable with simple, around-the-home tools, by an average person in a reasonable number of hours, didn’t sit well with builders who were quickly in over their heads What was advertised to take 300 hours was much closer to 3,000 hours and years before the first flight, if there ever was to be a first flight Hundreds of partially-built kits still remain in garages and basements to this day
But a few of the builders persisted Burt Rutan, part of the Bede design team,
Continued on Page 19
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AOPAEditorial:PursuitofExcellence ByDarrenPleasance,President&CEO ............................8 Editorial:WhoDoWeBlame? ByEdDowns ..................9 “IGotIt” ByRobertWright ..............................................14
PhotosbyHerbLingl Page45
ATCHiringSuperchargeatFAAAcademy................................11
NBAAOffersTipsforBizAvOperatorstoAvoidCBPFines....13 DestinationMinneapolis:ChartingFutureofTourism..............21 ConcernsAsCalif.CourtConsidersHastyTransitionto UnleadedAvGas......................................................................28 EAASportAirWorkshopsCelebrating25Years......................34 NewGALifecycleProcessingGuideforCBPReentry............43
AFlyingHistoryofSavageSkies,AuthorInterview ByAnnamarieBuonocore ..............................................20
WeDaredtoFly,BookReview ByLeaBuonocore ........25
TheArtofAviation:ScaleModelsPreserve LegacyofFlight ByCyrilDerueda ..............................28
KTAeroTakesStepBackinTimetoBuildPromising Future ByAnnamarieBuonocore ..................................29
LivermoreAirportRestaurantFeaturesCalif.Parachute ClubHistory ByTerrenceJ.McGrath ............................35
HybridAirVehicles’Airlander10:Unmistakable! ByLarryE.Nazimek ......................................................37
StayingintheLeftSeat ByAnnamarieBuonocore ........40
The Ups and DOWNS of Flight Training
OBy Ed Downs
DIS TRACTIONS
h boy, you might first think, another article about the ills of driving (or flying) while texting Yes, we all know that is a bad thing, but distractions come in all shapes and sizes To be sure, digital technology, especially the kind you tend to tote around with you, is distracting A well respected civil rights organization that lobbies for crime reduction and individual responsibility for personal safety refers to walking around with your head in a cell phone as “living in the white zone,” meaning a total lack of awareness of what is going on around you. We will get to digital distractions in a couple of paragraphs, but distractions can also grow from a series of events that might be harmless if sitting in your favorite recliner but become a potential killer if you are operating something that transports you at a speed faster than a walk
This writer was once responsible for delivering a custom made STOL aircraft to a customer that was righteously not happy Delivery had been delayed more than 60 days due to vendor issues, and the customer had decided to pick up his new plane at the factory on a given date or get a full refund Highly qualified employees were completing the final assembly but the customer showed up early. A production test flight was needed to assure rigging and trim were correct, a task falling to me in spite of having worked virtually all night Staff volunteered to treat this customer to breakfast, giving our engineering group time to complete final touches and for me to make a short test flight
The rush was on, and stakes were high I completed what I thought was a thorough walk-around, followed by a careful pre-takeoff run up As I began to accelerate down the runway, I quickly did one last “first flight” check, taught to me more than 50 years earlier while learning to fly a helicopter My instructor, a MASH veteran, taught “bring it into a low hover and just give the cyclic a quick, small, rotation to make sure you feel a familiar wiggle. If it does not feel right, put it back on the ground immediately ” For a fixed wing airplane, I would conduct that “wiggle” just before the main wheels left the ground This time, all hell broke loose Faster than this can be read, the left wing dropped and struck the ground, and the plane veered to the left I immediately released the stick (my
input had caused the event) and killed the engine, allowing the plane to exit the runway into smooth grass With low inertia, it stopped quickly, and I began breathing again Back on the ramp, the now obvious problem was finally noted the ailerons were hooked up in reverse Everyone, including me, had seen the ailerons move during pre-flight checks, but no one noticed they were moving incorrectly The “wiggle” had caused me to instinctively try to correct an incorrect motion, resulting in loss of control Releasing the stick and cutting power probably saved my life. Very minor damage was quickly repaired and a successful test flight proved the plane to be remarkably well rigged with excellent flight characteristics My bonehead error could only be attributed to a classic case of distraction my mind was simply not in the game We all know the IMSAFE acronym Illness, Medication, Stress, Alcohol, Fatigue and Emotion At least three of these factors had come into play, summing up to near fatal “distraction ” In today’s world, perhaps another letter should be inserted into the IMSAFE acronym Although the letter “T” would make the acronym a bit funky, it would stand for “Technology ” This writer can remember when the most complicated technology in the cockpit was a paper chart, a #2 pencil and an E6B computer (now the scourge of all written exams!) One’s mind was free to concentrate on simply staying aloft Today, we have cell phones, digital tablets, various recording devices and the remarkable avionics of modern aviation When combined, these tools can conjure up hundreds of data variations, all potentially usable under the right circumstance, but also capable of distracting us from the primary task of “fly the plane ”
As was once pointed out by the leader of an advanced engineering division of a major aerospace giant, “I am fearful that having spent so much time and money on technological capabilities, we will feel compelled to use them.” Ask yourself this question and insist on an honest answer do you use your inflight digital gadgets only for essential issues of situational awareness, or do you play with it, exploring data, which is not immediately needed for safe flight? Let’s put it this way, just because you can order
Continued on Page 7
AOPA SEEKS ADS-B PROTECTIONS
Urges Encryption, Legislation, Limitation
By Jim Moore AOPA
AOPA asked acting FAA Administrator Chris Rocheleau to stop allowing ADS-B data to be used “for frivolous lawsuits, questionable enforcement actions, and the collection of airport landing fees ”
A Feb 18 letter from AOPA President Darren Pleasance to Rocheleau (with copies sent to Transportation Secretary Sean Duffy and leaders of key committees in Congress) notes that air-
Continued on Page 13
Flight Training
a pizza to be delivered to your hangar while approaching your home airport traffic pattern, does not mean you should do it! Consider the following thoughts the next time you climb into the cockpit with a bag full of gadgets dependent upon battery power
• Are you sure you know how to work it? While tablets and electronic devices may be used in check rides, DPE’s report flight test failures because applicants succumb to mode confusion or lose track of their location while “swiping” the digital map to locate checkpoints Failure to hold a heading or altitude are common, while the applicant is distracted by displays and menu selections that may be hard to see in bright sunlight Result distraction
• Instrument test applicants are showing up with a tablet and excellent database of charts to be used for their instrument approaches But is that tablet properly secured, or being held in one hand or on a kneeboard, not in constant view during the approach Result distraction
• If using a battery-powered device for primary VFR navigation, checklist functions, weight and balance or performance calculations, do you have a non-battery powered backup like paper? Keep in mind that manufacturers claim battery life is based upon ideal laboratory conditions, not the real world. Result… distraction.
• How may functions do you really use? Most of us have cell phones that have hundreds of customizable settings and apps that claim they will do everything from finding you a mate to giving you a neck message But how many do you really use, and can you locate the app
The alleged misuse of ADS-B data is forcing some pilots to pay expensive legal fees to defend themselves against questionable enforcement actions and frivolous lawsuits, according to a letter written by AOPA President Darren Pleasance (Mike Fizer, courtesy AOPA)
icon once it is installed? Make a conscious decision as to the most important functions of your digital system used inflight and learn to run them literally blindfolded Result distraction
• Speaking of custom settings, a Beech Aircraft production test pilot once commented to this writer, “We do major upgrades, ADs, engine overhauls and other airframe work on customer airplanes here at the factory, all requiring a production test flight ” This pro pilot continued, “I always reset all of the digital flight and systems displays back to the factory default settings Many customers have customized displays to the point of total confusion and distraction. The last thing I want to see upon capturing a glide slope is a smiley face popping up ” Result distraction
• Need we even mention, using your cell phone, texting, social networking, checking e-mails or sharing in-flight photos of your flying experience while simultaneously claiming to be pilot in command adds a whole new meaning to the word “stupid ” Result distraction Finally, extend this newfound awareness of distractions to your passengers Give them three options, enjoy the view, sleep or read a book Electronic toys will always result in “shoulder taps” with a well meant “hey, look at this ” Take electronic gadgets away from kids, an endless source of arguments and fighting. Yes, they will complain, but kids and dogs fall asleep quickly, especially above 8,000 feet Thinking of dogs, NEVER fly with a cat unless in a secure carrier A cat loose in the cockpit is perhaps the most distracting entity ever created, and your blood will stain the upholstery don’t ask me how I know this!
Continued from Page 6
PURSUIT OF EXCELLENCE
Never Compromise the Fundamentals – in the Cockpit or in Life
By Darren Pleasance AOPA President and CEO
As I settle into my new office here at AOPA headquarters (what a thrill that is to say!), I am struck by the word “settle ” It’s not something I often do I like change I like learning new things I like expanding my horizons And I like to be better at everything every day Which leads me to another word: airmanship For pilots, the skill and knowledge we apply to uphold our responsibilities in the air and on the ground should be without compromise But lately it appears to me that, in the rush for ratings, some pilots are compromising the fundamentals that make great pilots. Fundamentals such as hand flying, situational awareness, communicating effectively, common courtesy, and not over relying on technology Don’t get me wrong – I’m all for technology You’d be hard pressed to find a person in my age bracket who is more into technology than me After all, I have spent most of my corporate career in emerging technology with companies such as Google and Cisco And, as a pilot, I believe that a list of many good things has come from the digital cockpit, top of which is safety But
what good pilots consistently do is perfect their foundational skills. They practice –they live – on airmanship It’s courtesy, consistency, and core competency
What do I mean? For example: choosing to extend the downwind when there are multiple aircraft waiting to depart at a nontowered field; entering on a 45 when the pattern is busy rather than “asserting” a straight-in to save yourself time (or at least say “traffic permitting” when you call for your straight-in to let others know you will yield to them); using your feet to dampen yaw in turbulence so your passengers are more comfortable; not filling someone’s hangar with dirt when you do your runup; keeping the controls in the correct position when taxiing (even though this doesn’t matter much on modern airplanes, it shows a level of situational awareness that many pilots lack); and recognizing that a goaround is not a bad thing, it’s aviation’s version of a magic eraser Seems simple, I know, but when you start relaxing on the fundamentals, you get sloppy and you’re not being the best you can be
For more than 85 years, AOPA has been protecting, defending, and advancing general aviation in this country I’ve added “advancing” because that’s one of
my main goals as your new president. I want to amplify the opportunities we have as pilots and aircraft owners To push ourselves To strive for excellence
Airmanship to me is also the ability to be comfortable at all edges of the flight envelope I remember an instance early in my training when there was a 90-degree crosswind, and I assumed my instructor would say it wasn’t a good day to fly, but instead said it was a great day to fly Pushing yourself is the only way to learn and to get better That same instructor liked to conclude most training flights with a loop, roll, and spin It was intimidating the first time, fun the next time, and ultimately one of the things I looked forward to the most, and each time I worked to see how I could improve.
And I’ve been a flight instructor since I was 19, and training others for this avocation has been one of the most important parts of my life While I can’t instruct as much as I’d like these days, I see the role of a CFI as one of the most critical aspects of general aviation
Allow me to pause here and apologize if I’m sounding preachy Like the loop, roll, and spin, I also think our flying lives should be fun So, while we are pursuing excellence
and remembering our basics, I also want to emphasize the exciting things we’re working on As I write this, your Outreach team is finalizing great AOPA activities at the Buckeye Air Fair We’re planning for events such as Sun ‘n Fun and EAA AirVenture as well as fly-ins in South Carolina and Ohio this year Our writers, photographers, and videographers are traveling the world gathering great content about the exciting world of general aviation Our marketing team is amassing great discounts and benefits for our members, and our member services teams are answering your questions and sharing their joy of aviation with you
This positivity only happens if we are paying attention Just like in the cockpit, our awareness of what’s going on and what needs to be accomplished are paramount to our success in flight and in our work I am anxious to work together with you in this pursuit of excellence as pilots and as members of a great association But remember to loop, roll, and spin! Darren darren@aopa org
Darren Pleasance has flown over 8,000 hours in more than 80 different types of aircraft
RIVER L ANDIN G LEADS TO PROPOSED SUSPENSION
FAA Again Applies Narrow Definition of ‘Necessary’
By Jim Moore AOPA
AMassachusetts pilot whose certificate the FAA seeks to suspend for 120 days following apparently legal seaplane takeoffs and landings on the Connecticut River on May 28, 2024 is appealing to the NTSB, a case that raises fresh concern about the FAA’s interpretation of the regulation invoked against Trent Palmer and use of ADS-B data in enforcement investigations
The case, according to AOPA’s information released on Feb 6, 2025, adds to the organization’s concerns about how the FAA interprets and enforces FAR 91 119 –the central issue in the Palmer case was whether an inspection pass is permissible if the aircraft does not actually land.
If the seaplane pilot’s suspension is ultimately upheld by an administrative law judge and the NTSB, as it was in Palmer ’s case, it could effectively render illegal virtually any seaplane operation on a river outside of remote areas AOPA is also concerned about potential misinterpretation or misuse of ADS-B data by
FAA investigators.
The pilot in question is also an FAA employee and asked AOPA to withhold his name pending further proceedings based on ongoing concern about adverse employment consequences
As with the Palmer case, the seaplane pilot has appealed his proposed suspension Similarly to Palmer, the Connecticut River pilot has not disputed that his float-equipped Taylorcraft was flown over the river on May 28, conducting multiple takeoffs and landings with an instructor, at locations including on a stretch of the river next to Northampton Airport The runway at Northampton is about 1,800 feet away from the Calvin Coolidge Bridge near Hadley, Massachusetts, and 4 nautical miles north of a charted seaplane base on the river.
There are no charted or otherwise published restrictions on seaplane operations in that area
Yet the FAA, in a Dec 11 proposed suspension order, accused the pilot of operating “at an altitude of less than 500 feet over the Calvin Coolidge Bridge,” and determined violations of FAR 91 119(a) and 91 119(c), as
well as 91.13(a), the general prohibition against “careless or reckless” operation.
The FAA does not cite any specific evidence of the violation in the suspension order, or explain how it came to the conclusion that the operations at an altitude of less than 500 feet over the bridge and “several houses in the vicinity of the Connecticut River” constitute a violation of the cited regulations
“You thereby, when not necessary for takeoff or landing, operated over open water or sparsely populated areas, closer than 500 feet to any person, vessel, vehicle, or structure,” the FAA asserted, ignoring the fact that the operations in question did, in fact, begin or end with multiple takeoffs and landings on the river, each consistent with longstanding local practice of using this stretch of river for the purpose.
The same seven words – “except when necessary for takeoff or landing” –formed the basis of Palmer ’s ultimately unsuccessful attempt to overturn his own certificate suspension that was imposed after he flew low over private property in Reno, Nevada, to assess whether or not to
Northampton Airport's runway is roughly parallel to the Connecticut River, about 700 to 1,200 feet from the water's edge
This section of the river has been used by many seaplane pilots over the years, and there is no regulation that prohibits takeoffs or landings
(Courtesy AOPA/Google Earth image)
land in a friend’s backyard. Palmer ’s suspension was upheld by an NTSB administrative law judge, the full board, and later by federal courts AOPA filed a brief in Palmer ’s appeal before the U S Court of Appeals for the District of Columbia Circuit in 2023, arguing on behalf of various aviation groups that the NTSB and FAA have not consistently followed fed-
Continued on Page 12
Editorial By Ed Downs
WHO DO WE BL AME?
America faces many challenges these days The legacy media, cable news, social media, blogs, and a plethora of other communication sources constantly point out the faults of opposing viewpoints, especially if something catastrophic occurs Regrettably, facts are frequently overridden by the immediate quest to “lay blame ” The laying of blame is often tainted with strong political views, agendas, and social bias
Those who favor the concepts of personal responsibility and the rights of the individual frequently point fingers at specific names as being responsible for an event
Those more disposed to an engineered society based upon communal values, tend to assign responsibility to an agency or bureaucracy, perhaps even perceived societal fault Obviously, it is not the purpose of this writer to challenge complex concepts of society and forms of government that exist around the world, we will leave that to philosophers and a myriad of “talking heads ” This opinion will keep comments centered on a single office of government that affects aviators every day, the Federal Aviation Administration (FAA)
A recent uptick in nationally covered aviation accidents has raised questions as to how well the FAA is managing flying safety and how recent attempts to weed out bureaucratic waste and inefficiency might be adversely affecting flying safety. We find a sudden abundance of “aviation experts” offering a wide variety of views as to why accidents and incidents are taking place, most often citing failures of the FAA and/or a failure of politicians to properly support the FAA with funds and personnel And, what about the quality of these experts?” This writer was most impressed (negatively!) by an expert who lauded the FAA for requiring airplanes to have “brake-a-way signs,” permitting the Delta crash in Toronto to have a happy ending in that the fuel laden appendage broke clear, reducing the danger of fire I am not making that up!
The day this opinion was being written, a well-publicized runway incursion took place at Chicago Midway Airport. Once again, an expert “talking head” made it clear that “ATC is responsible to keep runways clear,” going on to blame recent DOGE actions as a probable contributing cause to such an incursion For much of the media, the FAA bureaucracy, the political system and leadership of the FAA and Department of Transportation hold the answers to these recent events It
is particularly upsetting to see major politicians make very public announcements that recently appointed government officials are directly responsible for tragedies such as the DCA tragedy Cleary, such statements are, at best, based upon profound ignorance, but most likely simply contrived lies for perceived political gain Such bloviating impedes safety they should be ashamed!
Let’s take a closer look at the reality most aviators live with on a daily basis Is aviation safety truly dependent upon a federal agency full of bureaucrats, most of whom do not know the difference between an aileron and an altimeter, often tainted by political factors that govern them? Let’s take a personal look at your own experience Search your memory and recall your early training as a Private Pilot Remember preparing for your first FAA written exam? Almost all commercially produced training courses start with applicable Federal Aviation Regulations In almost every Private Pilot program, be it through books, online tutorials, ZOOM classes or live presentations, a trilogy of rules are front and center The first rule covered is FAR 91 3 Does this look familiar?
91.3 Responsibility and authority of the pilot in command.
(a) The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft
(b) In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency
(c) Each pilot in command who deviates from a rule under paragraph (b) of this section shall, upon the request of the Administrator, send a written report of that deviation to the Administrator
To this writer, FAR 91 3 leaves no doubt that you, the Pilot in Command, are ultimately responsible for the operation of the aircraft In other words, if something goes wrong, it is your fault Unfair? No, because that responsibility comes with the power to do whatever must be done to preserve safety, including disregarding the FAR’s themselves You are the final authority as to accepting and understanding ATC instructions If ATC instructions are unclear, you are responsible to seek clarity If a situation arises that requires unusual corrective
Continued on Page 10
Editorial
Continued from Page 9
actions, you have the authority and responsibility to take those actions. As a Pilot in Command, your decision-making is not to be predicated upon “communal” decisionmaking, insuring that all involved in an event are happy with your actions and decision Insuring that a landing surface is safe and clear of traffic that is on you Avoiding ground or in-flight collisions that is on you Knowing that IFR separations standards do not apply when in Visual Meteorological Conditions (VMC) that is on you The bottom line of FAR 91 3 is simple If you are not willing to “be the boss,” don’t take up flying as a PIC
The next FAR taught in your initial school was probably FAR 91 7 Let’s refresh our memories
§ 91.7 Civil aircraft airworthiness.
(a) No person may operate a civil aircraft unless it is in an airworthy condition.
takeoff and landing distance information:
(1) For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein; and
(2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature
(b) The pilot in command of a civil aircraft is responsible for determining whether that aircraft is in condition for safe flight The pilot in command shall discontinue the flight when unairworthy mechanical, electrical, or structural conditions occur
Once again, the airworthy condition of the plane is the responsibility of the Pilot In Command You are the boss How thorough are your walk-around inspections? Do you approach a preflight with the attitude of “it was fine last time, should be good today,” or with a negative approach, such as “what evil might you do to me today?” Sure, it sounds negative, but such a negative attitude results in a very complete inspection. Is all the required paperwork onboard the plane? Isn’t that the responsibility of the FBO I am renting the plane from no that is on you How about inspection requirements such as the annual, 100 hour or ADS-B, even on a plane you may be renting that is on you Does that sound unfair? Suck it up, being the “boss” is not always fair
Now comes the third rule in our trilogy of FAR’s, and it is a big one Remember FAR 91 103?
§ 91.103 Preflight action.
Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight This information must include –
Wow, when was the last time you had “all available information” about anything, but it is the law in aviation All too often in today’s aviation world of advanced technology, aircraft or older planes that have been upgraded, preflight planning begins after the radio master switch is on. A fast engine start is followed by a quick call to ground control and the “direct to” button being pressed as the plane begins to move The days of pouring over paper charts at the kitchen table the night before a flight are gone
Filling out a paper flight log with directions and radio frequencies listed for quick reference now falls to the tablet a tool that you plan to use once underway Did your GPS pick a route that took terrain and restricted airspace into account? How about enroute airports for that “alternatives available” stickler in the regulation? Weight and balance shucks if it fits, it will fly! Did you know that many single engine aircraft popular in the training arena, including the most popular light plane ever manufactured, will be at their forward CG limit with two big guys in the front seat and half full Sure, it is still legal but ready for limited flare authority and hard landing
(a) For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC;
(b) For any flight, runway lengths at airports of intended use, and the following
But, according to FAR 91 103, you know that right because you have “all available information ” Take off and landing considerations are not an issue, because you use your plane for business and fly to the same airports all the time right? Several years ago, a pilot departed a familiar non-towered Midwest airport in a very capable airplane that had operated from this airport many times But this time our PIC was a bit over gross weight with temperatures and humidity at record-breaking levels A low obstacle close to the end of the runway was snagged, resulting in a fatal accident. With even a quick reading, you will see that FAR 91 103 is not just the law, but wisdom of the past
The preceding trilogy of rules is the heart and soul of the American National Airspace System They encompass constitutional principles of personal rights
Continued on Page 12
U.S. TRANSPORTATION SECRETARY SEAN P. DUFFY ANNOUNCES AIR TRAFFIC CONTROLLER HIRIN G SUPERC HARGE AT FAA AC ADEMY
U.S. Transportation Secretary Sean P Duffy on Feb 27 announced a new plan to supercharge the hiring of air traffic controllers This announcement followed a tour of the Federal Aviation Administration’s (FAA) Academy at the Mike Monroney Aeronautical Center
During the tour, Secretary Duffy met with FAA officials and academy students to highlight the critical role air traffic controllers play in keeping the American people safe
The new supercharged air traffic controller hiring opportunity will bring more of America’s best and brightest into the aviation safety community
“Today’s visit reaffirmed how being an air traffic controller is one of the best, most rewarding jobs in America, and that the next generation at the Academy is the best in the world I witnessed firsthand the dedication, skill, and rigor that our future air traffic controllers bring to their training and the urgent need to do all that we can to recruit more people to join in our shared mission of safety in our skies,” said Duffy “This staffing shortage has been a known challenge for over a
decade, and this administration is committed to solving it The new streamlined hiring process is just the first step to deliver on President Trump’s agenda to prioritize the American people’s safety and modernize the federal government ”
More on background on Transportation Secretary Duffy’s plan to supercharge air traffic controllers:
The FAA is opening its hiring window to become an air traffic controller for the best and brightest in our country from Feb 27 through March 17, and making it more efficient than ever to apply and more affordable to begin training
In support of President Trump’s priorities for keeping Americans safe in aviation, FAA will:
• Raise the bar on safety by recruiting the best and brightest through a meritbased process
• Candidates that receive the highest score of “Well Qualified” on their Air Traffic Skills Assessment Test (ATSA) will be given priority for the Academy
• Increase starting salaries by 30 percent for candidates who go to the Academy
• The average certified professional
controller makes over $160,000 per year.
• Streamline hiring to improve efficiency by changing the current 8-step hiring process at the FAA to a 5-step process
• This change will accelerate the timeto-hire for these critical positions by shaving more than four months off the old process.
Once these trainees successfully pass through the Academy, they’ll be assigned to a tower or other facility across the country, where they’ll work with experienced air traffic controllers toward their certification
Museum and event open at 11am
Open Cockpit is when the museum’s visitors can view our famous aircraft including A-3 Skywarrior, A-4 Skyhawk, A-6 Intruder, A-7 Corsair, Harrier jump-Jet, Hiller UH-12 E Helicopter,T-39 Saberliner, Mustang P-51 3⁄4 scale, Cessna 0-2, and Mig-15.
Short Solent Flying Boat walk through tour for an additional fee.
Activities during Open Cockpit include:
•Color Guard
•Alfredo's Catering will be o ering refreshments for purchase.
•Live music by The Friends of Ken Band
•Oakland Airport Fire Department display.
•European Train Enthusiasts Exhibit
•Southern Alameda county radio controllers model aircraft exhibit
•Tesla Cyber Truck and Tesla Y display
•Ham Radio demonstration
•Simulators available for an additional fee
River Landing
Continued from Page 8
eral law – specifically, the Pilot’s Bill of Rights – when adjudicating appeals of FAA enforcement actions.
One important difference between Palmer’s case and the present case of the seaplane pilot is that Palmer did not actually land, or take off from, the private property in question The D C Circuit court concurred with the NTSB administrative law judge’s determination in Palmer ’s case:
“As the Board explained, the ALJ did not broadly hold that low flights are never necessary for off-airport landings but rather found based on the evidence that Palmer did not prove his defense that this particular low flight was necessary for landing,” the court wrote in its June 4 decision. “The Board reviewed the decision and concluded that the ALJ reasonably found that the low inspection pass was not necessary under these circumstances because Palmer had safer alternatives to inspect the landing site We agree ”
In the present case, AOPA looks forward to an opportunity to examine the evidence that the FAA used to base its conclusion that specific flights on May 28 violated regulations, evidence that the FAA should be required to produce as the appeal unfolds
“This has potential to be a groundbreaking case of first impression in multiple ways, including off-airport operations and agency use of ADS-B data,” said AOPA General Counsel Justine Harrison. “We’re watching closely.”
The seaplane pilot is being represented by a former FAA enforcement attorney who is now an AOPA Pilot Protection Services panel attorney, and who filed an appeal of the FAA’s proposed suspension order that will be heard by an NTSB administrative law judge
As the case proceeds, AOPA expects to learn what role ADS-B data played in the FAA investigation Section 829 of the
Continued from Page 10
and responsibilities These rules are antipathetic to the concepts of communal rules, submission to group opinions and compromise for the purpose of reaching group approval. More simply stated, they fly in the face of bureaucracy and political whim
While completely unplanned events and sudden unexpected failures or situations can crop up, this trilogy makes it very clear that the emphasis for safe operation within the National Airspace System resides with the pilot in com-
FAA Reauthorization Act of 2024 prohibits the FAA from using ADS-B data transmitted by aircraft as the sole basis to initiate an investigation, excluding criminal investigations, though it allows the FAA to use ADS-B data against a pilot “if such investigation was initiated as a result of a report or complaint submitted to the Administrator ”
It is not clear from the Dec 11 suspension order what precipitated the investigation in the Connecticut River case Nor is it clear whether the FAA conducted a rigorous analysis of the ADS-B data that would likely be the basis of any evidence provided by the agency that the aircraft in question operated within 500 feet of the Calvin Coolidge Bridge
It is possible that the raw ADS-B data available to the FAA was misleading, or incomplete. It is common for aircraft operating at Northampton Airport not to register on ADS-B traffic displays at low altitude, where ADS-B Out signals may be blocked by terrain ADS-B transmissions from an aircraft landing on the river may not have been picked up by the network, which could mean that the takeoffs and landings that made approaching within 500 feet of structures or vessels necessary were not readily visible to the FAA
While ADS-B location information (latitude and longitude) is generally accurate and precise, altitude data can be subject to significant error until it is carefully analyzed ADS-B data available publicly through websites including FlightAware and ADS-B Exchange displays altitude information that requires correction of errors that can amount to hundreds of feet to accurately determine the height of an aircraft above the ground, or above mean sea level, or above structures
Editor ’s Note: This is an ongoing story Visit the AOPA (aopa org) website for updates
mand It is up to all of us who fly to keep this singular authority in the hands of those who carry the title of “Pilot in Command” and not let politics and bureaucracy morph the American aviation system into one that coincides with almost all other countries, wherein government, not the individual, is in charge of every flight But keeping the unique American concept of aviation brings with it one unpleasant reality When pondering over “Who Do We Blame,” you had best be standing in front of a mirror
NBAA OFFERS TIPS FOR BIZAV OPERATORS TO AVOID CBP FINES AND LOSS OF U.S. ENTRY PRIVILEGES
NBAA Business Aviation Insider
As U S Customs and Border Protection (CBP) adopts a tougher stance against operators failing to comply with agency requirements to enter the country, business aviation flight crews must be diligent in verifying the correct information to avoid difficulties on arrival, steep fines and penalties that could affect their flying careers
Common reported mistakes include erroneous Advance Passenger Information System (APIS) information such as incorrect or missing names, genders and countries of passport issuance.
Continued on Page 14
As U S CBP adopts a tougher stance against operators failing to comply with agency requirements to enter the country, NBAA warns business aviation flight crews must be diligent in verifying the correct information to avoid difficulties on arrival and steep fines (NBAA)
Air Traffic Controller Hiring
Continued from Page 11
Aviation organizations were quick to respond to Duffy’s plan:
“Ensuring a strong pipeline of highly skilled air traffic controllers is essential for maintaining the safety and efficiency of our airspace system,” said AOPA President and CEO Darren Pleasance “The efforts announced today from higher starting salaries to streamlining the hiring process will make this exciting career path more accessible A well-staffed and well-trained controller workforce benefits all segments of aviation, from general aviation to commercial operators, and we look forward to seeing
the impact of these changes ”
“NATA applauds Secretary Duffy’s move to prioritize modernizing and streamlining the recruitment, incentivization, and development of this safety critical role Investing in measures that foster a uniform, dynamic safety culture with a pipeline of well-qualified air traffic control professionals will be key to not only sustaining the safety of the NAS but also preparing for continuous growth,” stated NATA President and CEO Curt Castagna.
For more information go to https://www.faa.gov/atc-hiring.
AOPA Seeks ADS-B Protections
Continued from Page 7
craft owners invested more than $500 million to comply with the 2020 ADS-B mandate – based on assurances that aircraft position data would be used only to improve air safety
“We are now seeing FAA enforcement actions based on ADS-B data to prevent legal water landings or frivolous lawsuits where complainants are suing for nuisance, trespass, and intentional infliction of emotional distress for aircraft flying at 4,000 feet AGL in full compliance with FAA requirements,” Pleasance wrote “Pilots are now being forced to pay expensive legal fees to defend themselves against these questionable enforcement actions and frivolous lawsuits Moreover, a cottage industry of companies contracting with public-use airports are now using ADS-B data to collect air-
port fees from general aviation pilots As you can understand, these actions carry potential safety and individual privacy concerns that must be addressed ”
Pleasance acknowledged progress achieved through collaboration between the FAA and an industry that supports 1 2 million jobs, including the Limiting Aircraft Data Displayed program and the Privacy ICAO Address program, along with further steps by Congress in the FAA Reauthorization Act of 2024.
“Unfortunately, given the continued concerns from pilots across the country regarding the use of ADS-B data for nonsafety issues, there is more to do in this area,” Pleasance wrote
See the letter at aopa org or directly at https://download aopa org/advocacy/2025 /Feb18ADSB-PRIVACY-LTR pdf
By Robert Wright
Iturned in my orders at Williams Air Force Base. There, I got it, or would get it: Undergraduate Pilot Training
But first things first: welcoming briefings, pay records, forms to fill out, training manuals, boots, flight suits, shoulder patches and name tags to sew on Training was obviously in full swing Jet aircraft were seen and heard overhead in the landing patterns: the pudgy side-by-side T-37 Tweety Bird primary trainer; the sleek, tandem T-38 Talon supersonic trainer
Training in the Tweet would have to wait Eager students of John Black Flight, we would be bused south each day to the less-crowded Casa Grande airport A few of us had a private pilot’s license and some flight experience. The introductory program at Casa Grande ensured that we could not only take off, land and perform basic aerial maneuvers to Air Force standards, but also fly by the Air Force book: strict adherence to checklists and procedures; radio communications discipline
One sunny desert morning, we boarded a blue Air Force bus for our first trip to Casa Grande and read the instructor assignment sheet thrust in our hands We clambered off the bus in fresh flight suits and spread into the flight briefing room Each table had a seated instructor and a tented placard with his name Instructors at Casa Grande were civilians contracted by the Air Force Our whitehaired instructor motioned the five of us to sit down as we each found his table. He spoke with difficulty. “My name is Neal Morris, Mr. Morris to you. I’ll be your flight instructor for the next six weeks ”
Hardly any of us understood him, his
I GOT IT
voice gravelly, raspy We tried not to stare at the hole through the front of his throat He covered it with the fingertips of one hand when he spoke. When not covered, we faintly heard the breath of life flowing through that hole He asked our names and our flight experience His sage-lined face nodded slowly as we spoke in turn Mr Morris took the measure of his share of the students of John Black Flight We all had a fair amount of pre-Air Force experience piloting light aircraft
Air Force flying was replete with procedures; our lives depended on the emergency ones We also learned some secrets They weren’t written down in the manuals we were given We learned them on our first ride with Mr Morris
The aircraft was a T-41 Mescalero, a two-seat version of the popular Cessna 172 high-wing aircraft with tricycle landing gear and a propeller driven by a gas engine. For those of us who knew how to fly, it was familiar and comforting
On the ramp, he watched me inspect
the aircraft I pulled the wheel chocks away Mr Morris hefted himself into the instructor ’s right seat; I joined him in the left. I noted a restriction. It hadn’t been mentioned at the table but there it was, white letters engraved into a small black plastic plate fastened above the instrument panel – NO SMOKING Silent, he just flipped his hand for me to continue After required checks, and clearance from the tower, I took to the air and departed the pattern, proud that Mr Morris just watched and touched nothing I climbed out in the planned direction to a training area near the airfield
I glanced over; his movement caught my eye He leaned forward, reached under his seat and released a catch With his other hand, he pushed against the side of the instrument panel The seat slid back to its maximum rearward extent with a metallic clunk. In confused amazement, I watched Mr. Morris reach into his shirt pocket and draw out a pouch of HALF and HALF pipe tobacco followed
by a packet of cigarette paper He rolled his own after wetting the thin paper edges with his tongue, spilling some tobacco shreds in the process. From his shirt pocket, out came an engraved Zippo lighter He snapped it open With the flick of his thumb, a flame appeared With fingers against the hole in his throat, sucking with collapsing cheeks, the gnarly cigarette lit He inhaled deeply with that familiar look of relieved satisfaction seen in smoking ads and in the movies Mr Morris released the catch of his side window The slipstream sucked out the smoke I continued the climb
When I reached the intended altitude and leveled off, he had finished his smoke He pinched the burning cigarette butt with wet fingertips and flicked it out the window. There didn’t appear to be much to catch fire in the barren brown Arizona desert below. He leaned forward, released the seat catch, grabbed the under-edge of the instrument panel and pulled himself forward Mr Morris didn’t say a word but merely motioned with a tilted left hand to make a turn to my left, my first task as we had discussed at the table As I rolled out wings level, he motioned for me to do it again I did He still wasn’t satisfied He pointed to his chest, slapped my right hand, leaned next to my ear and rasped out, “I got it ” My hands off the yoke, he took control and demonstrated a very precise 360-degree turn with 30-degrees of bank, rolled wings level and pulled the throttle to idle to quiet the cabin a bit. He leaned very close to my right ear again, put fingers to his throat and spat out, “Damn it! Watch your altitude! Give me a better turn ”
Continued on Page 16
NBAA Offers Tips for Bizav Operators to Avoid CBP Fines
Continued from Page 13
CBP also notes flight crews often fail to obtain updated departure clearances or permission to land, or arrive to their port of entry outside the approved timeframe
While lack of knowledge of required procedures may be to blame, “The biggest culprit often is miscommunication between the flight crew and either their international service provider (ISP) or their dispatch,” said Juan Muniz, global regulatory services lead for Universal Weather and Aviation. “The crew believes everything is fine, but discover on arrival that something didn’t go through properly ”
Ignorance is not an excuse “While support from the back office is incredibly valuable, it is essential for the pilot-incommand [PIC] to maintain oversight
and give final approval to each part, person or service involved in the flight,” said CST Flight Services Director Rick Gardner
Penalties start at $5,000 for a first offense, rising to as much as $10,000 for each additional error Agents may also recommend further disciplinary action to the CBP’s General Aviation (GA) Headquarters, leading to the loss of the PIC’s Border Overflight Exemption privileges for six months. Global Entry and Trusted Traveler status may be rescinded for as long as 10 years
“The PIC is the one uniquely positioned to ensure compliance with CBP entry requirements and is also the one with the most to lose,” Gardner added “Errors can disrupt operations and even put the pilot’s job at risk ”
Laura Everington, NBAA director of flight operations and regulations, acknowledged U S entry procedures pose numerous opportunities for errors, particularly given the often-fluid nature of business aviation operations Flight crews must verify that CBP has received the most up-to-date APIS data and departure and arrival information prior to departure
“Even if the ISP failed to reconfirm landing rights, for example, CBP will ask the PIC if they received confirmation of the changed times prior to departure,” Everington said “Always have the latest confirmation in hand before you take off ”
Factors including adverse weather, airport delays and inflight emergencies may push arrivals outside the approved
window
“The PIC’s first line of defense is a conversation with the person meeting the aircraft to let them know what happened,” she said “That could potentially prevent [the officer] from recommending penalties to headquarters ”
The unofficial CBP motto, “be reasonable and responsible,” goes both ways “Put egos aside to make the clearance process as painless as possible,” Muniz said. “This is a process that we must comply with. My biggest advice is do things correctly the first time, so you don’t have to encounter those types of situations on the ground ”
Review NBAA resources surrounding CBP procedures and regulations at nbaa org/customs
Cessna T-41A Mescalero at the National Museum of the United States Air Force (U S Air Force photo)
Then it was onto steep turns and a stall recovery series, as he had covered in the pre-flight briefing. Each was followed by hoarse admonitions and salty hard-tounderstand advice
Mr Morris glanced at his wristwatch and gave me a hand gesture to descend and pointed to the Casa Grande airfield I powered back followed by radio calls to the tower It would be a few minutes before entering the outside downwind leg of the traffic pattern, enough time for Mr Morris to enjoy another strong cigarette with his seat again slid all the way back I pretended
not to notice Pointing to the NO SMOKING sign would be impertinent; any such thoughts were sucked out the window.
As I approached entry to the downwind leg, he slid his seat forward. No doubt, he should be in position to take control should I err in trying to touch the wheels to the runway No worry, I greased it on with wheel chirps I slowed then turned off onto the taxiway With a raised flat hand, he motioned for me to brake to a full stop He pulled the throttle to idle, but not for conversation Reduced prop wash enabled him to open his side door wide He used his handkerchief to sweep out any shreds of HALF and HALF or their ash Done, cabin cleaned, he motioned for me to continue to the parking ramp I put chocks around the main wheels and said nothing
There was a lot of student chatter in the bus on the way back to Willie. I sat with my tablemates. We compared our introductory flights We leaned close together, spoke quietly, asking about the cigarettes and the taxiway procedure Our stories matched We all had difficulty understanding Mr Morris We then wondered aloud about the hole in his throat An Air Force pilot for Casa Grande operations was sitting near us He let us in on Mr Morris’ not-so-secret physical condition
He had been a heavy smoker The hole through his throat, a tracheostomy, was necessary to bypass an obstructing tumor
This life-saving surgery had been recent; he was still on contract We were his first students with his new verbal condition
Poor Mr. Morris, we all thought. We would try very hard to understand him, on the ground and in the air, not stare, and certainly not bring up the subject of his vocal impairment, or the cigarettes We were also told that he had instructed aviation cadets at Williams Field during World War II and was also a crop duster after We did not know his age With snow-white hair, and cancer, he looked weathered and
worn During the war he may have been too old to be drafted but was experienced enough to teach others to fly.
We fumbled with conflicting thoughts. Mr. Morris had throat cancer but he still smoked, inhaling pipe tobacco, no less Was he that much addicted and had just given up, wanting to live a shorter more enjoyable life? Was the cancer so advanced that a few more cigarettes were trivial? It was certainly not our place to ask Then there was the Air Force policy about smoking in the aircraft Would, or should, we turn him in?
Good Lord, no! To us, this man was an icon; he had taught aviation cadets to fly for the war effort If asked about his inaircraft smoking by stiff-necked Air Force supervisory types, would we lie? We later agreed that we would not betray him. We became adept at automatically making the short stop on the taxiway, without being asked, for him to clean the telltale smoking debris out of the cabin
The five of us did this for the remainder of our six weeks of T-41 training when we flew with Mr Morris Air Force supervisors probably suspected and just looked the other way
I sharpened my flying skills to meet Mr Morris’ standards Solo flights were mixed with dual instruction and check flights On some flights with him I met syllabus requirements with minimal instruction, leaving time for other things beyond smoking On one flight, he slapped my hand from the yoke “I got it,” he rasped He throttled the engine to idle. As loudly as he could, he forced his question into my ear, “Have I spun you?”
with the no tailspins edict
The little Mescalero shuddered as turbulent air flow over its wings drained away lift in fits and starts. The nose dropped in response. He put in a full boot of left rudder and pulled the yoke all the way to his chest and held it there for four rotations; I counted as the turning brown desert hypnotically approached The fuselage creaked and rattled with uncomfortable sounds I’d never heard before He glanced at the altimeter and recovered from the spin quickly and smoothly The only thing different was the big grin that framed his face He pointed to the control yoke and pointed to the airport I replied, “I got it ” The familiar clunk of his seat and the smell of smoldering HALF and HALF tobacco accompanied our return to Casa Grande
Between gravelly-voiced commands, smoke breaks, tailspins, hand slaps, and “I got it,” I figured that I had been immersed in all corners of Mr. Morris’s unique flight training regimen I was wrong On my last flight with Mr Morris, if not tobacco, there was time to burn He slapped my hand away from the control yoke, “I got it ”
Well, no, he hadn’t. While an eager student pilot, I wasn’t so eager to see the T41 in a more dangerous flight condition I was pretty sure that the aircraft was built strong enough to handle ham-fisted spin recovery, but you never know Keeping the wings attached to the fuselage was sort of important I felt a little more comfortable thinking that surely Mr Morris knew how to handle spins or he wouldn’t have asked But he was tempting, or ensuring, his fate with his continued smoking Would that attitude prevail during a tailspin? I meekly shook my head no He flew steep turns left and right, checking the airspace beneath us so as not to spin down into a hapless unsuspecting pilot. He leveled the wings, reduced power to idle, and pulled the T41’s nose up into a steep stall I cinched my lap belt tighter But there was something he had missed, or just ignored Right next to the little NO SMOKING sign was another: TAILSPINS PROHIBITED I guessed that if adherence to no smoking was flexible, so was compliance
I thought he was going to demonstrate the same maneuver, only better But, no, he just put the T-41 into a steep descending spiral that just happened to be near a field of cotton planted in long straight rows With irrigation, some of the desert had been turned productive He leveled off at full speed above a plowed field approaching an adjacent field of cotton on the other side of a road with poles and obstructing power lines. Our line-of-flight was directly and precisely in line with the rows of cotton. At the very last minute he pulled up and over the lines, missed them by a few feet, then dropped down on the other side to the level of the cotton branches I heard a thrashing sound from the nose wheel as it brushed the top leaves I looked down The left landing gear tire was below the height of the plants; I couldn’t see the other side but suspected the same as he straddled the row with a tolerance of inches I saw his familiar grin, much wider this time He had let me into a different corner of his flying world in the unknown number of days he had left There were power lines at the other end of the field At a seemingly very close distance, he pulled the T-41 up and over, started a climb then pointed at me. I understood and replied, “I got it.” I heard the reassuring clunk. There would be time for a smoke
All of us in John Black Flight made it through the six weeks of T-41 training at Casa Grande We honed our skills and had learned to fly the Air Force way We looked forward to flying jets For us five,
CBP ISSUES NEW GUIDANCE FOR C ARRIERS
U S Customs and Border Protection (CBP) early in February issued new guidance for carriers to comply with an executive order on “Securing Our Borders.” The order directs the Department of Homeland Security to “terminate all categorical parole programs that are contrary to the policies of the United States ” This includes:
• Uniting for Ukraine (U4U)
• Operations Allies Welcome (OAW)
• Family Reunification Parole (FRP)
• Cubans, Haitians, Nicaraguans and
Venezuelans (CHNV)
• Safe Mobility Office (SMO)
• Central American Minor (CAM)
Non-U.S. citizens arriving to the U S must have a valid visa or other appropriate documentation This guidance does not apply to those individuals arriving with valid Forms I-512 or those being processed for “significant public benefit parole” in coordination with federal law enforcement partners
“We will continue to see updated guidance from CBP and other agencies as
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Continued from Page 16
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we were proud to have been part of Mr. Morris’ life, exposed to his unique attitude towards aviation, flight, and its regulation He certainly was a unique character Mr Morris shook each of our hands firmly when we boarded the blue bus back to Willie for the last time and wished us a raspy “Good luck ”
John Black Flight gathered daily, early morning one week, afternoon the next, in a T-37 flight briefing room near the Willie flight line The tables had different instructors; they were Air Force pilots A few had flown in combat My instructor had flown sorties in the hostile skies of North Vietnam Like Mr Morris, he, too, looked at life in the skies a little differently After I demonstrated good touch-andgo landings at a remote auxiliary airfield, he requested control confirmed with “I got it.” With the touch of a violin player, we screamed across the desert not far above the needles of Saguaro cactus
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One afternoon, as we prepared for training flights according to the scheduling board, an instructor walked in and called our attention for an announcement he was about to make We thought that it would be about the weather, some flight restriction or safety advice It was not It was much worse He soberly announced that Mr Morris had died His students at Casa Grande now had different instructors at different tables We glanced across the room at each other and slowly shook our heads
Before heading home, the five of us agreed to stop at the Officer ’s Club. We ordered shots of whiskey then clinked and raised them in a farewell toast to the most memorable and unique man we all loved Then it was down the hatch There was a pipe smoker at the bar The aroma prompted our memories Silently, in our minds, when we set the shot glasses back down, we faintly heard a raspy “I got it” – for his final flight that followed
MANY MORE MODELS COMING SOON!
Aerial Productions International and the BD-5J Microjet
Continued from Page 4
married a small jet engine intended for unmanned vehicles, to the aft fuselage. Bobby Bishop, also part of the Bede team, built one of the jets, did the flight test and knew he had something for the airshow business That airplane is still flying today
Bishop managed to secure a key sponsorship of the Coors Brewing Company and was an immediate hit on the airshow circuit Flying a pair of the tiny jets, they performed all over the U S and in front of millions of fans, billed as the “Coors Light Silver Bullets ” The jets were proving themselves as legitimate airshow draws, alongside Bob Hoover and other airshow icons Only a small dot in the sky, the jets are just as impressive on the ground They look like toys People had a tough time accepting these are real jets, not radio controlled toys, just barely large enough to fit an adult. They are go-karts with wings, capable of astounding speeds – up to 300 mph!
Then the U S government took notice Bishop and his company, Aerial Productions International (API) were drafted for service The tiny jets closely resembled a known threat –cruise missiles in several ways Notably, their small size and speed were key factors But another key factor, Radar Cross Section (RCS) was what the government officials were looking to duplicate Larger airplanes appear on radar as airplanes But cruise missiles, which can be launched from almost any platform and are available on the black market, are themselves small and much harder to detect. The BD jets fit the bill perfectly, and thus began a new business model. The airshow business went by the wayside, and the microjets were now national assets
Business was great for several years So much so that the government actually tested the microjets by placing them on a special stand and accurately measuring their radar returns from all angles Some modifications (proprietary to API) were made to the airframes to make them more closely simulate the cruise missiles, upgraded avionics to provide data to the flight test engineers real time and postflight, the fuselage was lengthened five inches to accommodate carriage of small, government-furnished equipment, and they are now quite different from the airshow models, with the weight increasing to more than 570 pounds, with extra fuel substituted for airshow smoke oil The Defense Intelligence Agency officially certified the API microjets as Type-1 Cruise Missile Surrogates in 2000 That designation still stands today To the basic readar, they are roughly the size of a piece of printer paper
API now has a fleet of five flying jets,
with the capability to build more, if needed
Based in Tucson, Arizona, they can deploy via a specially-built trailer to almost anywhere. The trailer houses not only two basic jets, but transforms into the mobile command center with communications and spares The trailer also fits completely inside a C-130 “Hercules” cargo aircraft, giving API the capability travel anywhere
A past proposed deployment to Alaska during the winter was scrapped as there was virtually no way to get them there in time
As the new administration has stated a new emphasis on cruise missile defense and defense against swarms of suicide drones, API hopes the microjets will take on a new importance to the Department of Defense and defense contractors Along with new super alloys and manufacturing techniques, such as 3-D printing, and CNC production, have given aging airframes and engines a new life. Parts built by hand can be made by computer.
But one thing hasn’t changed – the jets are still extremely small, and difficult to detect by radar and the human eye And the limitations for pilots still remain To fly these jets the pilots must have 1,000 hours and time as a tactical jet pilot The current pilot cadre consists of F-18, Harrier, F-16, and other front line military jets pilots
Another key limitation is the pilot’s size and weight (about 230 max with helmet and parachute) and surprisingly – shoe size
Anyone with a foot larger than about 9 ½ simply won’t fit in the cockpit!
Their list of past customers reads like a veritable who’s who of government contracting, including all the services, major government agencies, and contractors alike.
API needs a new direction. Bishop noted that Art Nalls has a BD and intends to fly it from posts on social media Although they had never met, Nalls has some interest in BD’s and with his background brings the world’s only civilian Harrier jump jet to life, maybe he would like to join with API?
Bishop and Nalls connected and there was a common interest immediately With Nalls’ contacts in the flight test field at NAS Patuxent River, Maryland, maybe this could be the solution Nalls and his wife Patricia, are also located in Washington, D C where government business gets done API is headquartered in Tucson, AZ, 2,500 miles away.
Art and Patricia visited API and saw the airplane, spares, and met the team, or what was left of it They decided this could be for them They had already done the near-impossible restoring and flying the World’s Only Civilian Harrier This would be easy, by comparison
Nalls and Bishop inked a deal to allow Bishop to ease out of flying and
day-to-day operations and ease into a well-deserved retirement with his bride, Linda. Nalls, not too far from retirement himself, was looking for a new challenge. He also agreed with Bishop on many things, and felt strongly that this important capability should not be allowed to simply evaporate The jets are providing extremely valuable flight tests and need to be preserved, flown, and employed
So, as soon as Nalls recovered from a badly needed total knee replacement, and cleared by his flight surgeon to return to flying, he traveled to Tucson to revamp the business
“I’ve always loved the BD-5’s but never got a chance to fly one The cockpit is extremely small, but it’s a real airplane,” said Nalls “Since I’m physically at the upper end of pilot size, we are extremely careful about the airplane’s weight and balance. Pilot fit is critically important.”
In fact, one of the key factors is not just weight (230 pounds is about the limit without aft ballast), but shoe size Ten-anda-half is the absolute limit One hopeful, retired Marine Colonel was sadly disappointed that he couldn’t fit in the cockpit because his feet were too big Most of the current pilots wear NASCAR racing shoes because they are light and small They even try to squeeze into a size or two smaller, so they fit better on the rudder
pedals “After all, we’re not going to run a marathon in them,” said Nalls
Nalls now has a Letter of Authorization to fly the microjets. A team of pilots, instructors, maintenance crew, some from the East coast Harrier operation, all convened at Tucson for a concentrated training class When the Designated Pilot Examiner arrived, he noted the professionalism and precision that the whole team exhibited The examiner now wants to fly the jets himself, and has volunteered to be on the list
Plans are to expand the team with pilots and ground crew, and separate the assets into a West coast team and an East coast team They will be outfitted with identical support trailers and simulators, so all the parts are as interchangeable as possible They also have a substantial stockpile of spares and parts, including 15 of the original BD-5 kits. More airplanes are not only possible, but likely.
“We have submitted quotes to multiple agencies, looking for business,” noted Nalls “The biggest response we’ve received is ‘we didn’t know you guys were still in business ’” So lots of potential business could be just around the corner, hopefully in the new fiscal year
Nalls intends to let everyone know, they are indeed back in business and ready to work
Dave Venell From Air Force Aircraft Technician to Celebrated Sculptor
By Annamarie Buonocore
Here at In Flight USA, we are fortunate to receive great books in the mail every once in a while Some of these books do a great job of teaching our aviation history and can make all of us better pilots and more observant aviation enthusiasts Savage Skies, Emerald Hell, by accomplished author, Jay A Stout, is a great story that takes place during the World War II era It is an enthralling read that can help us become more familiar with our history so that we are not doomed to repeat it In the following interview, Stout talks about his journey as an author, his passion for history, and his fascination with aviation.
In Flight USA: Why is your book titled Savage Skies, Emerald Hell?
Jay Stout: Because the fighting over New Guinea was particularly brutal, and the outcomes of those fights were savage If someone was shot down or parachuted from their aircraft, they generally were not recovered Either they died of exposure or starvation in the jungle, or they drowned, or they were eaten by sharks It was a good place to die
IFUSA: Yes, that sounds really brutal Tell me a little more about what your book is about? Is it about war; what is the time period?
JS: We are talking about early 1942 when the Australians and Americans first started to encounter the Japanese over New Guinea, and it continues through mid-1944 when New Guinea was finally secured so that the Allies could use it as a stepping stone to liberate the Philippines and points north The air campaign over New Guinea lasted roughly two-and-ahalf years from early1942 to mid-1944
IFUSA: Is this your first book or is it one of your subsequent books?
JS: This is my 14th book
IFUSA: Have you written on similar themes in the past?
JS: Yes My books focus primarily on World War II aviation I have covered different facets of the air war, and many different personalities in many different theaters I did a couple of biographies and have also written about aircraft carriers in the Pacific. My two most recent books prior to this one both dealt substantially with the fighting over New Guinea One was a biography about a bomber pilot, and the other dealt with a unit that flew B-25s But with Savage Skies, Emerald Hell I wanted to cover all aspects of the entire campaign including the guys who flew the light bombers, the heavy
A FLYIN G HIS TORY OF SAVAGE SKIES AN INTERVIEW WITH JAY A. S TOUT
Author Jay A Stout has written 14 books and with Savage Skies, Emerald Hell he covers the New Guinea campaign and the guys who flew the light bombers, the heavy bombers, the fighters and the transports, as well as the men who maintained them (Courtesy Jay A Stout, www jayastout com)
bombers, the fighters and the transports, as well as the men who flew and maintained them I was pretty familiar with New Guinea by the time I wrote this book, but again, I like to cover the different perspectives of pilots from diverse types of units
IFUSA: How did you get interested in WWII? Did you have a family member in the war?
JS: I was one of those guys who was interested in the subject since I was a child, and I don’t know why I had no family members who were in WWII, but I was one of those people who grew up wanting to be a fighter pilot. Through hard work, good timing, and good luck –and a little bit of talent – I actually made it I flew fighters for 20 years; F-4s first, and then F/A-18s I was a Marine When I was young, I read everything I could about World War II aviation I was passionate about it And then, after I flew in my war in 1991, the Gulf War, also known as Desert Storm, I noticed that no one wrote about their experiences
Now, the Gulf War certainly wasn’t World War II, but I thought that what I had to say was interesting, so I wrote a manuscript And then I did everything wrong I didn’t use an agent and I sent it off to 20 different publishers I got responses like, “Hey, dude, we are a home and garden publisher. We don’t do this stuff.” Or, “Hey, your book sucks and so does your dog and don’t ever bother us again ” But I did receive a couple of positive replies It was called Hornets Over Kuwait, and ultimately it was bought and published by the Naval Institute Press It’s proof that God looks after idiots
IFUSA: Did you always enjoy writ-
ing from the time you were a child or did you get interested in it later? Why did you want to be a writer?
JS: I like writing, and I was pretty good at it growing up and through high school I was polished enough that I tested out of it during college But I never had any aspirations to be a writer until it came to writing my own story of fighting and flying during the Gulf War And when that first book got published, I broke through that unspoken and impossible and stupid rule which is, essentially, you can’t publish a book until you have published a book. It’s a Catch 22.
IFUSA: Tell me more about your aviation background.
JS: Yes, I was a cadet in the Civil Air Patrol during high school and was able to get my private pilot license when I was 16 I was commissioned into the Marine Corps after graduating from Purdue University in 1981, and earned my wings in 1983 After I retired from the Marine Corps in 2001, I went into commercial aviation and flew for Delta Airlines for about five months Then, following the terrorist attacks on 9/11, I was furloughed with about ten million of my closest friends So, I went overseas and flew F/A-18s with the Kuwait Air Force as an advanced tactics instructor Following that, I never went back to the airlines because I was worried about getting laid off again. I had a family and didn’t want to have to worry about that I then went into the defense industry where I worked as an analyst
IFUSA: Do you still fly recreationally or do you own any planes?
JS: No, I don’t I don’t have the time to fly recreationally And if you can’t put
Savage Skies, Emerald Hell, by Jay A Stout, profoundly describes the fighting over New Guinea during WWII that was particularly brutal, and the outcomes of those fights were savage (Book Cover image, Amazon)
the time into it to stay proficient, it’s a good way to get dead
IFUSA: Where are you based?
JS: I am near Charlottesville in central Virginia We moved here about five years ago after spending 25 years in San Diego
IFUSA: What characters in your books or historical figures from the time period do you identify with the most?
JS: All my books are non-fiction. I identify mostly with the run-of-the-mill lieutenants, and captains The regular pilots They are the ones that went out and did the flying and the killing and the dying It is them that I write about mostly But in this latest book, I do spend time with the higher-ranking fellows, like General George Kenney – he really made things happen for the Americans in New Guinea
IFUSA: Do you have any future writing plans at this point? Do you have another book that you are thinking about right now?
JS: Typically, I already have a book underway before the previous one is published, but now, after 25 years and 14 books, I’m taking a little break. I’m hoping a good idea will drop into my lap, but you never know it is sort of a goofy time for me
IFUSA: What advice would you give to aspiring writers in the history genre?
Continued on Page 22
DES TINATION MINNEAPOLIS: C HARTIN G THE FUTURE OF MINNEAPOLIS TOURISM
Meet Minneapolis, a destination marketing organization, on Feb. 26 announced the launch of an ambitious, long-range tourism vision, titled “Destination Minneapolis: Charting the Future of Minneapolis Tourism ” This is a road map to ensure that Minneapolis continues to be a dynamic, competitive and welcoming place for meetings, conventions and events, as well as for business and leisure travelers
“Minneapolis is a world-class city, and more people are choosing to live, work and visit here every day,” said Minneapolis Mayor Jacob Frey “As we compete for business, customers, entertainment and investment, we’re harnessing the power of tourism to drive growth. The initiatives in this plan do more than attract visitors – they fuel economic expansion, bring major events to our city, open new doors for local businesses and enhance the quality of life for all our residents ”
The heart of the destination master plan includes five high-level strategic goals:
• Create a nationally competitive convention center district
• Develop new, and enhance existing, festivals and events year-round
• Establish Minneapolis as a national leader in equity and reconciliation
• Increase downtown vibrancy and expand mixed-use riverfront development
• Expand and diversify lifestyle experiences
To advance these goals, six big ideas have been identified to help transform the city’s visitor economy and enhance the quality of life for residents:
• Establish Minneapolis as the #1 city for women’s sports
• Enhance Minneapolis’ nightlife scene to be a vibrant, thriving night economy
• Modernize the Minneapolis Convention Center to enhance the competitive advantage and create a signature convention center district
• Improve connections to the central riverfront near the Post Office site and the Upper Lock and Dam
• Embrace Minneapolis as a catalyst of the modern-day civil rights movement
• Develop an iconic event that showcases Minneapolis commitment to social justice
Over the next decade, these initiatives may change With progress and
momentum, new initiatives may be identified and added to align with the success of the strategic goals
Meanwhile, Minneapolis pairs nature and recreation with a great foodie experience For example:
• Run, walk, bike, or people watch along the Chain of Lakes–including the three most popular, Lake of the Isles, Bde Maka Ska, and Lake Harriet
• Spring and summer is the perfect time to explore the 3700-year-old Quaking Bog loop hiking trail or the Eloise Butler Wildflower Garden and Bird Sanctuary at Theodore Wirth Park
• Follow the cobblestone path on St Anthony Main to the Stone Arch Bridge, a Minneapolis landmark that spans 23 arches over the Mississippi River.
After some outdoor exploring, take a break with a nice lunch or dinner or a sweet treat:
• Chow down on a Jucy Lucy at Matt’s Bar or The 5-8 Club – each bar claims to be the creator of this moltenhot, ultra-gooey, cheese-filled burger, so try both to decide! Honorable mentions go to the standout Lucy variations at Blue Door Pub and The Nook
• Have a boozy brunch with DIY loaded Bloody Marys & Mimosa at Hell’s Kitchen
• Get a taste of authentic Eastern European sausage, sandwiches, and bakery goods at Kramarczuk’s Deli in the Northeast River District You can also enjoy their sausages during a game at Target Field
• Try something out of the ordinary at Milkjam Creamery, an artisanal ice cream shop serving up innovative flavors
• Get your caffeine fix at the local favorite and ultra-hip Spyhouse Coffee
There is a vibrant nightlife in the city, mellowed by a variety of art museums Check out the Sculpture Garden at the Walker Art Center and get your iconic Minneapolis selfie with the Spoonbridge and Cherry. And make time to visit the oldest Basilica in the country – constructed between 1907 and 1926 –the Basilica of St Mary Also, find authentic Latino food, café and crafts at Mercado Central, a market on Lake Street with 35 Latino-owned businesses
Learn more about things to do in the Minneapolis area at www minneapolis org If you’re going to the Minneapolis/St
Continued on Page 22
YOUR TRUSTED PERSONAL DRIVER
Destination Minneapolis
Continued from Page 21
Paul area, there is of course MinneapolisSt. Paul International Airport (MSP) – one of the nation’s largest airports and a key airline hub – the flagship facility of the Minneapolis Saint Paul Metropolitan Airports Commission (MAC) MAC owns and maintains a seven-airport system Along with MSP, they own and operate six general aviation airports that serve corporate aircraft and recreational fliers All reliever airports are within 35 miles of the downtowns of Minneapolis and St Paul and include Airlake, Anoka CountyBlaine, Crystal, Flying Cloud, Lake Elmo and St Paul Downtown
Just north of Minneapolis and St Paul, the Anoka County-Blaine Airport (ANE) is home to the most diverse aircraft fleet in the MAC’s reliever airport system A variety of vintage, experimental, recreational and corporate aircraft are based at ANE. Among the MAC's Reliever Airports, ANE has the most aircraft based there – 365 – and is also among the busiest (just behind Flying Cloud Airport)
Learn more about MAC at https://metroairports org/
Tony Peltier, owner and operator of Tony Goes There, your personal driver to and from the Minneapolis-St Paul Airport (Courtesy Tony Peltier, Tony Goes There)
ony Goes Ther T Tony oviding pr pr editedAccr eau,Bur om scheduling to dr fr
ransportation standar e T ofessional, safe, r f op of d eliable, and everything. Even mor fully ed:insur equirr e imporcially , commer ement that is
Tony Goes There Transportation sets the standard by providing a professional, safe, reliable, and enjoyable experience. As an A+ rated and Accredited business with the Better Business Bureau, you have the assurance that I will help you from scheduling to drop off – one point person for everything. Even more importantly I am fully, commercially insured: a Minnesota state legal requirement that is unfortunately not followed by other services.
Now that you’ve landed, find Tony Peltier, owner and operator of Tony Goes There, your personal driver to and from the Minneapolis-St Paul Airport and all around the area
Tony’s story begin in 2018, when he was working at a full-time desk job and clearly saw that advancement was not going to happen He started looking for his next opportunity “I signed up to drive for Lyft and Uber part-time on the weekends and enjoyed it. Eventually both companies changed their pay structures and I found myself working harder than ever and making less money every week ”
A Flying History
Continued from Page 20
JS: The important thing to do is just get started Write that first sentence and don’t give up I think that there are probably dozens of masterpieces just sitting in drawers or attics because whoever wrote them simply gave up; It’s a shame Sure, it is a lot of work and a good deal of drudgery But it is very exciting once you have a final manuscript, and you know that it’s good and so does everyone else.
IFUSA: Tell us a little bit about where people can purchase Savage Skies and how much it sells for What is the preferred website?
JS: At fine bookstores everywhere! The hardcover runs close to 30 bucks And certainly, Amazon and Barnes & Noble carry it All of the big retailers have it, as well You can also go directly
One morning, Tony picked up a female passenger who regularly travels to the airport for work “She was thankful that I was working as she had three previous drivers cancel on her and she was running short on time to make her flight During our drive she mentioned that she was reluctant to use rideshare again because two previous rides ended badly In both instances, the driver was a male and made sexual advances toward her In that conversation I knew I had been changed, and it was in that moment I found my mission:
“To be an independent personal driver providing the safest and most reliable transportation option for women in Minneapolis and St. Paul, MN.”
Find Tony on his website, tonygoesthere com
to the publisher, which is Stackpole It is not hard to find I would encourage the folks who enjoy it to write a good review
IFUSA: Is there anything else you would like our readers to know?
JS: Something that I think is really important about this book is that it shows how primitive the flying and fighting was over New Guinea as compared to the fighting going on at the same time over Europe. These men fought not only the Japanese, but they fought snakes, insects, sharks, the weather, any number of deadly diseases and boredom Some of the ground personnel were there for years It was a savage war
IFUSA: Thank you! (To learn more about Stout and his books, visit his website at www jayastout com )
19
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1977 CESSNA 172N SKYHAWK
IN CONTRACT. One-owner airplane. Has always lived in northern California. Never a commercial trainer. Low airframe and engine time. Call TJ for details.
1973 GRUMMAN/AMERICAN GENERAL AA5 TRAVELER
Price reduced by 10K… Owner is desperate to sell! Great performing 160 HP airplane with 884 lbs. of useful load. Sharp interior and sporty exterior. Call T.J. for details.
2004 LANCAIR IV-PT
INCREDIBLE PERFORMANCE! Super fast. Super high-flying in pressurized turbineengine comfort with 750 horses. What happens when you buy a jet? You have to sell your turbo-prop. Even a gorgeous one like this.
1941 PORTERFIELD LP-65
of a classic WWII era primary trainer. Fly solo from the front seat. An absolute hoot to fly. Comes with a spare overhauled pickled engine. Add $2,500 to price with electric start.
WE DARED TO FLY, A HIGHLY RECOMMENDED READ
By Lea Buonocore
We Dared To Fly is a thrilling and exciting novel written by William Reeder Jr The novel was written in 2024, and takes the reader through the exciting journey of Reeder ’s experiences in the Vietnam War Reeder discusses the thrilling details of how young men put their lives at risk to embark on secret missions to fight the enemy during the Vietnam War Readers can learn a great deal about aviation, the military, and history through this exciting read Reeder does a great job giving readers vivid details of the challenges that were endured by those risking their lives during the Vietnam War. Another interesting aspect of this novel is that the experiences are written through Reeder ’s perspective; therefore, readers can understand and appreciate the author ’s experiences firsthand Reeder does an excellent job explaining the history that came before his time in Vietnam and the events that occurred during his time there
Initially, when he arrived in Vietnam, multiple parts of the aircraft that were assigned to his unit had been missing This aircraft was to be used in high-combat areas in the Vietnam War such as Laos and North Vietnam These areas were some of the most dangerous areas in the history of aviation However, despite the challenge of the aircraft missing many parts, the Army worked quickly and diligently to replace them.
The missions in Vietnam were extremely challenging for the Army, and many troops ended up losing their lives or going completely missing However, the unit’s great efforts were recognized when the 131st was awarded a very prestigious award, called the “Valorous Unit Award ” This award is typically awarded for heroic actions
This story shows the reader what it means for a units troops to work together and create heroic actions Because the story shows us firsthand what the author was experiencing, we can better value and understand the impact these experiences had on the author ’s life The book is broken into three different stories and could almost be considered a trilogy. Reeder states in the preface of the book that he never intended to create a trilogy, and explains how these stories made an everlasting impact upon his soul and shaped his life in many ways Reeder writes in such a way that the reader can personally relate and empathize with the stories written
Book Cover of William Reeder ’ s latest book, We Dared To Fly, a first-hand epic thriller of experiences he endured on secret missions during the Vietnam War (Image Lyons Press, Amazon)
I personally enjoyed reading some of his experiences, as I felt like I was actually in the story and experiencing some of the scenarios myself In Chapter 1, when Reeder first arrived in Vietnam on Halloween of 1968, I could almost picture myself in this eerie situation, at the young age of 22 years old I could imagine the fear and anxiety running through his body. I could picture Reeder mentally preparing for the journey of fighting in battle and preparing for the worst possible outcomes Reeder recalls feeling anxious at the explosive noises around him, which for me as a reader made me feel anxious just reading about his feelings I remember growing up and hearing my grandfather talk about his experience fighting in World War II, and as he would tell his stories, I remember picturing myself in the same situations I could never imagine how hard it would be to move to another country and put your life on the line to fight for your country at such a young age
I also found it interesting how in the first chapter, Reeder understands that his initial introductions to the war experience were far from what war would truly be like As a middle school English teacher, one of my favorite novels to read with my students is Stephen Crane’s The Red Badge of Courage This is a story of a 14year-old boy who embarks on a journey to fight in the war Initially, he has a mental
Continued on Page 26
Homebuilder’s Workshop By Ed
Wischmeyer
YES!
It had been five months since my last flight, mostly because the last 10 months have been a disaster, medically speaking Ten hospital visits, half unplanned, two of those leading to overnight stays Now, after all the physical and psychological stresses associated with those events, it was time to take a flight to decide if I should keep the RV-9A or call it quits after 50-plus years of flying
Keep it? Yes!
This flight was with another CFI because my medical is in limbo after an NSTEMI heart attack For you and me, NSTEMI translates as “little baby,” but for the FAA, it translates, “you’re screwed ” Anyhow, I’ll have a stress test in two more days, the biggest obstacle to getting a special issuance third class medical.
Since my legs and back aren’t strong enough for a regular stress, test, I’ll get a chemical stress test In that procedure, they inject you with what I call a chemical heart attack – or however it’s more properly described When I had one of those 15 years ago, two nurses gave me the injection and then stood right in my face, watching intently for whatever it was they watched for The symptoms were unpleasant, you bet, but going through that experience this time could be me back in the air
And as soon as I get the special issuance third, it’s Basic Med, right away
That flight was fun, but interesting. Good interesting
When we got in the plane, there was nobody in the air I called for a clearance, one instrument approach and some pattern work in whatever order was easy for them That was right before the floodgates opened, with airliners coming in and two Cessnas waiting ten miles south
After a few minutes wait, I called tower and said that I knew they were busy, but that we could accept an immediate (takeoff clearance) A few minutes later, a different voice cleared us for takeoff and we got the heck out of Dodge as fast as we could
On the way to the coast, I let the CFI fly the airplane and adjust to the sensitive (compared to a Cessna 172) controls and the glass cockpit, with flight instruments on both sides She did what I sometimes still do flying from the right seat, flying from the instruments on the left side
I demonstrated a stall in a 30-degree bank with a power off recovery while still in the bank Not a big deal if you’ve done it before, but eye-opening if it’s new. I then embarrassed myself on steep 360-degree turns. For me, the real test is doing them the old way, at 60-degree bank I flunked Still, those were maneuvers the CFI rarely if ever saw and they made a positive impression
The LPV approach went well enough on autopilot, but I couldn’t remember how to set minimums (After the flight, the Garmin manual gave one answer but then I remembered the easy way ) On a five mile final, I asked tower if they could give us a few trips around the pattern They could and did, and the other CFI was amazed at the cooperation I got
I pointed out that, unliked a plane with students on board, I had good radio procedures and could do anything tower asked of me. Having a faster plane probably helped, too.
Anyway, three landings earned two A+ and one A, as I scored them But all of them had room for improvement
While we were waiting to depart, we saw a King Air start its takeoff roll, then swerve off centerline I was about to
inform the tower when tower called them. After a delay, they took off normally No idea what happened there
Speaking of which, I heard of one new CFI from a big name aeronautical university who had a runway excursion on takeoff, if you can believe There was another incident, don’t remember what I heard, but the CFI was apparently less than honest in relating the details That flight school is now looking for a replacement
A year or two ago, I flew with an 800-hour CFI who was really sharp On the other hand, I’ve heard of several other brand new CFIs that were scary, and talked to one of them myself
Airplane handling qualities are kind of a black art My old RV-4, flown solo, was widely considered to have the best handling characteristics out there whereas the later RV-8, still a nice flying airplane, was not at the same exalted level When the RV-14 was in development, Van’s spent a while getting the pitch handling just right, which they did by increasing the thickness of the elevator trailing edge
So then we come to Van’s high wing (yes) RV-15, two seats, side by side They obviously did their homework in specing out what they wanted the plane to be, and I think they hit all the high points Then, with a bit of customer feedback and flight testing, they tweaked the design some more. And more. They’re looking for handling qualities as good as the other RVs.
But here’s what’s significant – if you compare the first engineering prototype with the next (final?) iteration, there’s almost nothing that’s still the same I can’t find the posting with all the details, but it’s safe to say that they’ve looked at just about everything
My only suggestion? Some folks put
We Dared to Fly, A Highly Recommended Read
Continued from Page 25
image of being a glorified war hero, but as he embarks on his journey as a soldier, he quickly learns that fighting in a war is far from glamorous and movie-like. It is a journey filled with fear, a journey that changes you and shapes you into a different person The things that you fear and witness change your outlook on life, and as a young person, this forces you to mature very quickly When I read this novel with my students, it was very intriguing to see how they related to the character and reflected on what they
would do if they were placed in a similar situation I could see many similarities between Reeder ’s experiences and the experiences by the main character in The Red Badge of Courage. Between the fear and anxiety and the reality of how things are very different than imagined, is a very important aspect for readers to understand I truly appreciate the writing style that Reeder delivers, as he vividly describes his experiences in great detail He describes his surroundings colorfully, using bright imagery that places you in the story firsthand The way he describes
waiting in the rain, feeling each individual raindrop hit his head and shoulders one “plop” at a time, not only makes the story relatable, but draws you in and makes you want to keep turning the page. Overall, I feel this is a great novel for audiences of all ages. Not only does it show the importance of the history of the Vietnam War, it takes the reader through the details of the journey of a young person embarking on the brave experience of being a war soldier This is something that not many young people will have the opportunity to understand Reeder ’s jour-
Columnist Ed Wischmeyer has been debating whether or not to keep his RV9A He recently came to the decision to keep it (This photo is not the same RV-9A owned by the author )
(Courtesy Vans Aircraft)
the autopilot control head at the bottom of the avionics stack, just above the power knobs on the questionable theory that your hand goes from one to the other more easily. Totally bogus. A better location is at the top of the stack so that after manipulating the control head, the eye motion to the primary flight display to confirm the action is entirely horizontal No vertical eye motion This stellar opinion is based on 600 hours in, yes, another RV, an RV-9A If I could reliably plan to fly another ten years, I would be so hot for a tricycle gear version of the RV-15, when they get around to it In a bow to galloping reality, however, I sold all of my tools specific to airplane building My next project, 11 days away as I write this, is the abovementioned chemical stress test
Speaking of handling qualities, many homebuilt and especially most light sport aircraft, have handling qualities that, shall we say graciously, require the pilot to adapt to the airplane Often the cure is larger tail surfaces The one exception that I know about to this is the old Europa, that composite two seater with removable wings, in which the vertical fin was too big on the prototype For the production version, they reduced the size
ney in the Vietnam War is not only heroic but shows the reality of fighting in a war and the importance of military units working together and sacrificing their safety and security.
Editor ’s Note: We Dared to Fly by William Reeder, Jr , is available on Amazon (amazon com) It is published by Lyons Press (Nov 19, 2024), in English, 272 pages
THE ART OF AVIATION: HOW SC ALE MODEL S PRESERVE THE LEGACY OF FLIGHT
By Cyril Derueda
Aviation has always been a symbol of innovation, adventure, and progress From the early days of the Wright brothers to the supersonic jets of today, each era of flight has left an indelible mark on history While full-scale aircraft reside in museums and airfields, another form of preservation exists – one that captures the essence of aviation in miniature Handcrafted scale models, particularly museum quality aircraft models, serve as a bridge between past and present, keeping the legacy of aviation alive for enthusiasts and historians alike
A Legacy in Miniature
For decades, model aircraft have been more than just collectibles; they are meticulous representations of aviation milestones Skilled artisans dedicate hours – sometimes weeks – crafting models that replicate every rivet, panel line, and insignia of their full-sized counterparts These replicas offer aviation enthusiasts a tangible connection to historical aircraft, allowing them to appreciate the beauty and engineering of planes that
may no longer be in service.
Many collectors and aviation museums house vintage airplane models to showcase the evolution of flight From World War II fighters like the P-51 Mustang to Cold War-era jets like the F4 Phantom, these scaled-down versions provide a visual timeline of aviation progress Some are even built to custom specifications, ensuring historical accuracy down to the last detail
Bringing History to Life
For aviation lovers, there’s nothing quite like seeing a legendary aircraft up close, even if it’s in model form Whether displayed in an office, home, or museum, a well-crafted scale model evokes the same admiration and nostalgia as the real aircraft Pilots, veterans, and aviation historians often use these models as storytelling tools, recounting experiences or educating younger generations about aviation’s rich heritage
Restoration efforts for historical aircraft also benefit from accurate models Before beginning the process of restoring a classic warbird or vintage commercial plane, specialists sometimes use scale
models to study paint schemes, structural details, and modifications made over time In this way, models contribute to preserving aviation history beyond mere display
The Collector’s Passion
Building and collecting aircraft models is a passion shared by aviation enthusiasts worldwide Some collectors prefer ready-made museum quality aircraft models, while others take pride in assembling kits themselves The level of detail in these models can vary from simple desktop versions to highly detailed, museum-grade replicas featuring movable parts, authentic decals, and even miniature cockpit instrumentation.
This passion for aviation modeling is not just about collecting; it’s about celebrating the craftsmanship and ingenuity behind every aircraft The appreciation for vintage airplane models reflects a deeper respect for the aviators who flew them and the engineers who built them
A Lasting Tribute to Aviation
The art of scale modeling continues
to thrive, ensuring that aviation’s greatest achievements are never forgotten Whether for personal collections, museum displays, or educational purposes, these models offer a lasting tribute to the spirit of flight. In an age where digital media dominates, handcrafted models remain timeless artifacts that honor the history, innovation, and passion that define aviation
For those who truly appreciate the beauty of aircraft, a finely crafted model is more than just a display piece – it’s a piece of history, preserved for generations to come
NEW CONCERNS AND L AC K OF DATA INTRODUCE UNKNOWN SAFET Y RISK S AS C ALIFORNIA COURT CONSIDERS HAS T Y TRANSITION TO UNLEADED AVGAS
NATA (the National Air Transportation Association) reiterated its opposition to a forced, premature transition to an unleaded avgas product in California, further supported by recent public notices filed by Original Equipment Manufacturers (OEMs) expressing concerns about potential materials compatibility issues and a lack of transparent data associated with the new fuel
“Transitioning to a new aviation fuel that lacks transparent data and has not undergone an independent peer reviewed industry consensus process introduces unknown numbers of new risks into the aviation system at a time when the entire industry has reaffirmed its commitment to safety,” said NATA CEO and President Curt Castagna, who also serves as Industry Co-Chair of the Eliminate Aviation Gasoline Lead Emissions (EAGLE) Initiative
The OEM notices come ahead of a March 5, 2025, hearing to decide on a
motion brought by the California Center for Environmental Health (CEH) that would arbitrarily force several of NATA’s member businesses to prematurely transition away from current aviation gasoline in favor of a single unleaded aviation fuel, despite the fuel’s lack of approval for certain categories of general aviation aircraft (e g , piston-powered helicopters) and its lack of an ASTM International or other peer-reviewed industry consensus standard The ASTM International process evaluates compatibility with materials throughout the supply chain upstream of the aircraft, including those used in hoses, filters, gaskets, and other wetted components in railcars, transport trucks, fuel farms, mobile refuelers, and other dispensing equipment
“Fuel distributors, Fixed Base Operators (FBOs), and airports require reliable, transparent data from across the supply chain to thoroughly understand the composition, properties, and materi-
als compatibility of emerging fuels Recent questions, concerns, and reports on potential materials incompatibility of the CEH-specified new fuel in the California marketplace, as well as the lack of approval and endorsement by multiple aircraft and engine manufacturers, cannot be ignored while the industry still seeks data to assist in the transition to a new fuel,” stated Castagna Cirrus Aircraft, Lycoming, Piper Aircraft, and Textron have issued notices that they do not currently approve the use of the unleaded avgas at the center of CEH’s motion in their aircraft and engines, citing specific concerns about materials compatibility and lack of transparent, peer-reviewed, collaborative testing and data In addition, six major aircraft manufacturers have submitted information to the Court asserting they do not approve of or support use of the new unleaded fuel in their models Three manufacturers of piston-powered heli-
NATA is voicing its opposition to a forced, premature transition to an unleaded avgas product in California (Mike Fizer/Courtesy AOPA)
copters also submitted declarations attesting that CEH’s motion effectively seeks to ground these aircraft because the Federal Aviation Administration has not approved the unleaded avgas at issue for use in piston-powered helicopters
The OEM notices and filings follow public Court filings by individual aircraft owners and pilots, who documented adverse effects on their aircraft potentially
Continued on Page 32
Cessna 172B Skyhawk Vintage Aircraft Model (Courtesy Modelworks Direct, modelworksdirect com)
KT AERO TAKES A STEP BACK IN TIME TO BUILD PROMISING GA FUTURE
In Gallup, New Mexico, along historic Route 66, the fabled highway that author John Steinbeck called “the mother road, the road of flight,” Kent Milley and Travis Lodge are revitalizing the future for a general aviation facility by embracing old-school business values
In Flight USA had the pleasure of interviewing Travis Lodge, KT Aero owner, regarding the company’s mission and goals
In Flight USA: What is great about being along America’s historic Route 66?
Travis Lodge: For us, the history of Route 66 makes it incredibly special Combined with a sense of nostalgia, the international diversity and culture attract so many people to this iconic route From automotive and aviation aficionados to film buffs, historic Route 66 draws local and international crowds from places as far as Europe and South Africa We’ve even seen people ship cars in containers to stop at the FBO before embarking on their Route 66 adventure We are also close to the famous Route 66 El Rancho Hotel in Gallup, which holds significant historical importance in the film industry
IFUSA: What lessons have you
taken from founder, Mark Peterson, and how does he remain involved?
TL: Mark is an exceptional individual with extensive knowledge of the airfield, military training, and local relationships Though he was ready for retirement, we developed a strong relationship from the start and expressed our desire for him to consider the FBO his home for as long as he wanted it to be As a result, Mark has remained an integral part of the FBO, mentoring young apprentices These individuals are fortunate to work under his guidance, gaining invaluable experience in aircraft maintenance Mark’s knowledge goes beyond the airfield As a veteran, mechanic, and flight instructor, he has enriched our relationships and supported our efforts to help the community and grow our operations. He continues to work on aircraft he’s known for years, providing maintenance for longtime clients, and we have employees pursuing their AMP licenses under his mentorship Mark’s impact opens doors for us, helping us build lasting connections It’s been a privilege to have him involved in our FBO efforts
IFUSA: Tell me about how you manage to serve business, military, and general aviation in one location
TL: At our core, customer service is a top priority. We aim to deliver the best service possible by tailoring our offerings to the specific needs of business, military, and general aviation customers We take the time to understand their unique requirements and ask them directly about what they want, ensuring a personalized and efficient experience Having worked as a contracted aircraft mechanic with the military, I understand the importance of fast, high-quality service, especially when military personnel seek convenience They prefer avoiding larger airports, so we’ll bring in a local food truck and park it on the ramp for their convenience, offering them a more personal touch For general aviation, we focus on providing easy access to parking, comfortable lounges, quick service, and competitive fuel pricing – helping them keep flying despite rising industry costs. Business customers appreciate competitive fuel pricing, heated hangar space, and exceptional service We understand that time is crucial for them, and we make sure to get them in and out Our company is built on the belief that a smile goes a long way, and we apply that to every interaction Most of our revenue comes from business and military cus-
KT Aero, along Route 66 in New Mexico, is an FBO that serves military, business and general aviation customers
(Courtesy KT Aero)
tomers, allowing us to keep prices low and provide top-notch services for general aviation customers At the heart of everything we do is a commitment to making every customer feel special We’re focused on building lasting relationships, always asking how we can improve and ensuring we meet everyone’s needs.
IFUSA: How has your journey of buying an FBO shaped your career and future?
TL: The entire journey has been deeply fulfilling, and I’m fortunate to have worked with such a dedicated team Transitioning into a leadership role has allowed me to focus on hiring, training, and
Continued on Page 32
OODIES
One of the truly great things about being an aviation buff is the number of “Goodies and Gadgets” available to play with. Here In Flight USA has collected a few new ones worthy of your consideration.
A N D A N D
Aircraft Spruce & Specialty Co has been the supplier that aircraft builders, owners, pilots, and aviation businesses have depended on since 1965 They carry a wide selection of aircraft parts, building materials, avionics, and pilot supplies, all of which are offered on their website (www aircraftspruce com) and in the famous Aircraft Spruce catalog, now over 1,000-pages available for download or for free in print You can depend on Aircraft Spruce for prompt shipping and competitive pricing on all orders
ADGETS AIRCRAFT
SPRUCE CELEBRATES 60 YEARS AND GRAND OPENING OF TEXAS LOCATION
Spring is in the air and Aircraft Spruce is celebrating 60 years in aviation! This month, they are also celebrating with a new location in Roanoke, Texas If you’re in the area, or flying in, stop by their new facility at 215 Fairway Dr , in Roanoke on March 8 for special on-site pricing, a Southern style cook out, manufacturers on-site and at 11 a m , a special Long EZ fly-over
Aircraft Spruce is the supplier that aircraft builders, owners, pilots, and aviation businesses have depended on since 1965 They carry a wide selection of aircraft parts, building materials, avionics, and pilot supplies, all of which are offered on their website, aircraftspruce com, and in their famous 1,000plus page Aircraft Spruce catalog, available online and in print for free Call 1877-477-7823 to order
Dynon D30 Touchscreen Electronic Flight Display –Experimental
Meet the latest addition to the Dynon product line: The Dynon D30 Touchscreen Electronic Flight Display The D30 serves as a backup set of flight instruments in SkyView HDX systems
The D30 features a large 4-inch, sunlight-readable, high-resolution touchscreen display
An integrated backup battery provides up to five hours of runtime in the event of aircraft power failure, giving pilots confidence that they have access to critical flight information when it is needed most
Compact at only 3 7-inches deep, the D30 mounts in a slightly modified 31/8-inch instrument hole via a docking ring mounting bracket. The bracket allows for one-screw installation and removal of the instrument
Each unit costs $1,935
Appareo Stratus Power Max
Dual USB-C FAA-TSO Stratus Power Max is the latest addition to Appareo’s acclaimed line of TSO-
certified USB charging products It is designed to provide maximum power and versatility with dual USB-C connectors, delivering up to 60 watts of charging power This advanced charging solution ensures that pilots and passengers can keep their devices fully charged and ready for use throughout their flights.
The unit sells for $449.
Exxon Mobil Grease SHC-100
Mobil Aviation Grease
SHC 100 is a supreme performance synthetic grease which combines the unique features of a polyalphaolefin (PAO) synthetic base fluid with those of a high quality lithium complex soap thickener The thickener system provides a high dropping point, excellent resistance to water wash, and a tenacious structural stability The unique physical properties of the synthetic base oil, combined with selected additives, provide outstanding protection against wear, rust, corrosion, and high temperature degradation
There are a variety of sizes available: The 13 4 ounce tube sells for $18 50, a case of 40 13 4 ounce tubes sells for $717, a 4 4 pound can (individual) sells for $94 85, a case of 4 4 4 pound cans sells for $368 and a 35 pound pail sells for $695
FUELSTAT One Fuel Testing Kit
FUELSTAT One test kits are a new innovation in lateral flow fuel testing for microbe detection They can be used wherever fuel is manufactured, stored, sold or used
Unlike traditional tests, FUELSTAT test kits can be used at the tank, wherever it is located.
With FUELSTAT One, tests typically take 20-30 minutes from sample taken, to full PDF report, unlike growth-based tests that need lab-based conditions and at least 72 hours With easy-to-understand alert levels and a fully quantitative result, you instantly know whether you need to take further
action
The process is self-contained, requiring no additional equipment – just a single FUELSTAT One fuel testing kit for each test It’s so easy to use, that a single individual can carry out the tests with only minimal training Added to which, the FREE FUELSTAT Result app will guide users through the whole process with simple to follow step-bystep video instructions.
The FUELSTAT One fuel testing kits is available for jet fuel or diesel fuel A single test kit sells for $118 85 or a box of eight test kits sells for $950
QREF Book Checklist Books For Garmin
Book vs. Card: Now you’ve got a choice Qref ’s quick reference books feature easy-to-use tabbed pages for concise procedures and navigation help in a compact size, prefect for someone who wants complete information or is new to a system Qref ’s new cards provide all the essential information in a 5-inch by 8-inch full-color, hard plastic card for those who are already familiar with their system Either way, Qref keeps you in the know, quickly and easily
Expert tips, helpful procedure: Qref Quick Reference checklists are the first and only procedure checklist dedicated to helping you get the most from your avionics Qref ’s team of experts provide detailed, how-to steps for nearly every feature, and our thoughtful design guides you through each screen, menu, and step Crushproof Binding Qref checklists are spiral bound at the top for security and easy, smooth page turning. Unlike metal binding, our spiral binding will not crush or let pages slip out.
The Perfect Size: At 4 5-inch (114mm) wide and 8-inch (203mm) tall, Qref checklists are the perfect size for your kneeboard, yoke clip, or gear bag
The large type was designed for maximum readability and clarity while fitting everything you need into a compact
checklist
Tabbed Sections: Information is organized into standardized sections, and each section is tabbed in sturdy 1/4-inch (60mm) side tabs, making it easy to navigate to the exact procedure you’re after
Indestructible Laminate: An industrial-grade 5mil matte laminate protects the front, back, and tabs Inside pages are laminated with a 1 7mil matte finish that reduces glare and improves readability.
Table of Contents and Index: The full table of contents inside, and handy index on the back cover, get you to the most commonly used procedures quickly
“You Are Here:” A unique feature is a special section that intelligently displays all possible screens and how to navigate through them Never get lost inside your GPS again!
Unit Overview: See at-a-glance which button does what and discover hidden short cuts and features
The books range in price form $18 95 to $48 95
Look for Aircraft Spruce at the following events:
• March 8, 2025 – Aircraft Spruce 60th Anniversary Celebration and Texas Grand Opening, 8 a m – 3 p m , Roanoke, Tex
• March 10-13, 2025 – Verticon by Vertical Aviation International, Dallas, Texas, Booth #10542
• March 18-21, 2025 – AEA International Convention & Trade Show, Phoenix, Ariz , Booths 202-204
• March 18-21, 2025 – Avalon Australian International, Geelong, Australia, Booth #4M34
• April 1-6, 2025 – Sun ‘n Fun, Lakeland, Flor , Booths Hangar B, booths 109.
• April 9-12, 2025 – AERO Friedrichshafen, Meckenbeuren, Germany, booth A4-102
• May 3-4, 2025 – Great Alaska Aviation Gathering, Palmer, AK, Raven Hall Booths 74 and 75
• July 21-27, 2025 – EAA AirVenture, Oshkosh, WI, Hangar A, Booths 1022-1029
KT Aero Takes a Step Back in Time
Continued from Page 29
coaching our staff, which has brought me immense satisfaction. My career has evolved from aircraft maintenance, where I worked as a contracted mechanic for the military, to various roles in aviation This role has been by far the most rewarding It allows me to spend quality time with my family without being away constantly Owning an FBO has allowed me to lead and mentor younger individuals who may not have initially seen aviation as a career path Aviation is a field you either love or aren’t drawn to, and I truly enjoy guiding people just beginning their journey We place a high value on training and continuous education for our employees and seeing them grow and thrive in their careers is one of the most fulfilling parts of this work
IFUSA: How is food and beverage service an important part of what you do?
TL: Breaking bread is a way to bring people together, and we believe it’s an important part of showing our customers and staff that we genuinely care Hot lunches aren’t just about food – they’re a simple way to go the extra mile We often partner with local food trucks to offer a unique, community-driven experience while supporting local vendors who may not have access to the larger aviation business It’s a wonderful opportunity to showcase local cuisine and make our FBO a special place to visit For our team, providing lunch isn’t just about the meal – it’s about building morale and fostering a sense of unity It’s something our staff and their families really appreciate We also invite schools for field trips and love hosting pizza days for the kids. It’s a great way to create happy moments for the entire community. Additionally, we encourage customers to leave reviews for the local vendors we support It’s the least we can do to show our appreciation for the incredible community around us
IFUSA: What are your future plans for the FBO?
TL: Looking ahead, I’m excited to grow the FBO while staying true to our core values and building on the strengths that have gotten us here We always strive for continuous improvement, but our goal is to grow and expand to new locations We understand the business from the FBO side, and the industry offers a huge opportunity for us to scale to larger operations We’re grateful to have the support of CityServiceValcon and Phillips 66 They’ve been wonderful in helping us meet our needs With their support, we’re confident we can handle larger fuel volumes and expand to multiple locations No matter how much we grow, we’re committed to keeping that small, mom-and-pop feel that defines us That will always be a priority, and it’s what we believe sets us apart.
IFUSA: How have you helped and worked with families and Native American tribes?
TL: We are very involved in the Navajo community, mainly since our Gallup FBO location is on the Navajo Nation border Our staff at this location is primarily Native Navajo people, who are wonderful We’re committed to promoting aviation careers in the community, many of whom may not have realized this was an option We also organize school tours for our employees’ children, helping educate the next generation about the aviation industry Additionally, we support the Navajo Christmas Airlift program, which provides essential items to those in need. Over 100 general aviation aircraft participate in this effort, and we’re honored to be part of it Native American culture is a huge part of our business, and we cherish the opportunity to support and uplift the community We also partner with the city of
Gallup for a fly-in and community day every November Our involvement goes beyond our staff, and it feels like our FBO is truly part of the fabric of the community. We donate 100 percent of our time, storage, and hangar space to support these efforts and offer fuel discounts to anyone involved in the program We uplift individuals by providing mentorship and offering training, allowing them to flourish within our team By investing in their growth, we help our employees thrive and build fulfilling, longterm careers in aviation, creating a sense of pride and purpose for everyone involved
IFUSA: How do you see the fuel industry changing with the evolution of electric aircraft?
TL: I see the fuel industry slowly evolving with the evolution of electric aircraft While this is an exciting development, there are certainly challenges, especially regarding maintenance and charging network limitations. However, I believe SAF offers a more immediate and sustainable solution
IFUSA: Why is desert flying a unique experience?
TL: Desert flying is beautiful There’s something special about the vast beauty and the thermals that make it so unique Our FBO in Nevada offers a oneof-a-kind opportunity for desert flying Thanks to the thermals rising from the Sierra Nevada mountains, it’s a soughtafter glider destination Glider enthusiasts often come to Tonopah for events, making it a vibrant community for support It’s also a fantastic place for training, with the ability to land on dried lakebeds. There is a considerable amount of off-stripped training, too. It’s a special part of the country to be able to do that It’s a rare and special part of the country to experience, and we’re proud to be part of it at Nevada’s historic Tonopah Airport (KTPH)
Hasty Transition to Unleaded Avgas
Continued from Page 28
related to use of the new unleaded fuel in California Castagna also submitted a declaration to the Court in support of defendants’ opposition to CEH’s motion, in which he shared NATA’s position that any unleaded avgas cannot be offered as a standalone fuel without an industry consensus standard, such as ASTM International.
“NATA remains steadfast in our commitment to a lead-free future for general aviation We will continue to work with our industry partners on a path forward that considers perspectives and information from all aviation and community stakeholders Together, we will achieve our shared goal with efficiency without sacrificing safety,” added Castagna
Learn more from the NATA website, nata aero
GAMA’s Response
The General Aviation and Manufacturers Association (GAMA) president and CEO Pete Bunce made the following statement regarding the hasty transition to unleaded fuel.
“There is a concerted effort currently underway to ensure that there is a safe and efficient transition to an unleaded future for piston-engine aircraft We have seen some key milestones reached to progress efforts, but there is still significant work needed before a full-scale transition can take place The CEH motion is based on a brand new
KT Aero makes itself part of the fabric of its community, donating resources to help the people in around Gallup, New Mexico (KT Aero photo)
IFUSA: Do you have anything else you would like to add?
TL: I truly feel incredibly fortunate to be in this position This opportunity has been made possible through the support of my family and staff, and I am deeply grateful for that. Our partnership with CityServiceValcon and Phillips 66 has been invaluable, and the kind people and strong network we’ve built along the way have made this venture truly meaningful The relationships and values I’ve developed throughout this journey are life changing Honestly, this has been the most fulfilling chapter of my professional career I know, without a doubt, that this is where I’m meant to be The connections we’ve made with our customers and our lasting impact on their lives make it all worth it I’m excited to continue growing and nurturing this FBO, and I can’t wait to see where this journey takes us
IFUSA: Thank you!
For more about KT Aero Gallup, NM, visit bit.ly/KT Aero Gallup. For more about KT Aero Tonopah, NV, visit, bit.ly/KT Aero Tonopah. To learn more about the Navajo Christmas Airlift, visit https://www navajochristmasairlift com/
high-octane unleaded fuel, which is currently available at just two California airports
Although the FAA issued an STC allowing for its use in airplanes, this is the only aviation fuel that has not been subject to a stakeholder consensus peer review process and does not have the endorsement for use by piston-engine and aircraft Original Equipment Manufacturers (OEMs) or other stakeholders such as distributors and FBOs due to lack of transparency and understanding of the new fuel’s composition and performance properties Additionally, this fuel cannot be used in piston helicopters There are also questions and a need for additional information about materials compatibility and safety in both aircraft and fuel distribution infrastructure The general aviation
industry is committed to supporting a viable unleaded avgas solution, but a forced and premature transition will not be in the interest of the aviation community or public in the long run,” said Bunce
Learn more about GAMA at gama aero
GAMA further calls on the FAA to issue a Special Airworthiness Information Bulletin or other notice, as deemed appropriate, to properly inform the general aviation community of potential issues and possible airworthiness impacts while the alleged FAA investigations continue and/or mitigation efforts, as determined necessary by the FAA, are developed
As EAA’s SportAir Workshops series celebrates its silver anniversary in 2025, the program continues to be a driving force in making homebuilt aircraft projects more achievable through expertdriven courses Since EAA acquired the program in 2000, approximately 20,000 people have attended the 1,750 sessions
held at locations throughout the country.
“(I) found it informative, intensive, hands-on, and eye-opening Perfection was not the goal: completing and understanding what a safe weld looks like is what we achieved,” said EAA Lifetime member Roger Stuckey “I believe the SportAir Workshops EAA hosts around
the nation are vital to educating and developing safe, correct building skills and the use of best building practices This is an excellent program, and I absolutely recommend and support the SportAir Workshops as vital to our grassroots foundation of experimental homebuilders ”
HMEWatch is offering excellent prices on their long established Professional Flight Watch line.
They are offering an excellent clearance sale to make room on new models coming out later this year. Take advantage of these high-quality models while they last at really great pricing.
There are a number of different models and colors offering both, Metal Bracelet models starting at a low $139.95, as well as high-quality Rubber/Neoprene bands at only $119.95.
The ATP model is an all digital multi-function watch offering multiple alarms, stopwatch, as well as countdown time, multiple city “World-Time” covering every time zone on the planet, and a thermometer, as well as an altimeter/barometer. These popular full-featured models are newly priced, starting at $74.95!
There are four versions of the “ATP,” a larger all black plastic with either a regular LCD display or a reverse LCD display; the other, slightly smaller, offers a metal case and yellow rubber strap.
The HMEWatch A.T.C. (Aviator Timepiece-Chrono) Aviator watch is an all analog, high-quality aviator watch offered in multiple styles. This model features a 60- minute chronograph, date window and a second-hour indicator to show a constant display of a second time zone whether it be your home, destination or as most use it, G.M.T./Zulu Time. This second large hand is a 12hour hand teaming up with a 24-hour Subdial indicator.
There is also a simple, optional instant-reset for the Chrono, where an instant push of the lower right mode button resets the chrono; no more having to stop the chrono before resetting it if that is your wish. In addition, there is also a functional E6B calculator Bezel on each model.
The A.T.C. comes in either all-stainless with a stainless steel bracelet or a stainless steel body with a polyurethane strap. HME Watch offers all models, including the P.U. strap model with a deploy clasp instead of the lower price “Tang-Buckle” found on most watches. In keeping up with styles today, this is a fairly large watch, at 43mm diameter by 13mm thick. Weight is about normal for a stainless steel model.
Take advantage of these special prices while stock lasts. Also, they are offering prices well under retail on Citizen Eco-Drive Pilot watch models.
Contact HME at 323-464-6660 or go to www.hmewatch.com to
EAA’s SportAir Workshops, now celebrating 25 years, has seen approximately 20,000 people attended 1,750 sessions held at locations throughout the country (Courtesy EAA)
The current lineup of courses includes:
• Sheet Metal: A two-day workshop that teaches basic sheet metal work including a practice riveting project and an airfoil kit
• Electrical & Avionics: A course centered on the necessary skills for the installation process including soldering, connector installations, and multi-pin connections
• Fabric Covering: A two-day course on general fabric covering techniques using multiple different processes.
• Fiberglass Techniques for RV Aircraft: A project-based course that provides training in composite techniques required for completion of noncomposite aircraft kits, such as the Van’s RV series of aircraft
• TIG Welding: A mix of classroom and hands-on instruction of the techniques to weld 4130 chromoly tubing and aluminum
• Gas Welding: A two-day workshop that teaches practical welding theory along with hours of hands-on experience using oxyacetylene welding techniques
• Composite: A course focused on presenting basic composite building techniques via hands-on training
A calendar of events with reviews, FAQs, instructor bios, and additional information can be found at EAA org/SportAir EAA SportAir Workshops are sponsored by Aircraft Spruce & Specialty, Lincoln Electric, Poly-Fiber Aircraft Coatings, and Zenith Aircraft
LIVERMORE AIRPORT’S ELEVATION RES TAURANT FEATURES C ALIF. PARAC HUTE CLUB HIS TORY
By Terrence J. McGrath
When a skydiving club is as old as ours, and many of the members are still with us, why not establish a place where you can physically “brag” about our history? Why not try and display some of that history at a new restaurant called Elevation, located on the Livermore Airport? We developed a collage of photos appropriately framed that could be displayed just inside the entrance of the restaurant The Mayor (John Marchand) recognized our importance to the history of the area and presented us with an official city proclamation
The California Parachute Club, located in Livermore California, has been recognized as the oldest sport parachute club in America It was founded in 1956 by Deke Sonnichsen with the help of his Army airborne buddies Because of the strong Army influence, club members were known to wear white shirts and black ties under their red jumpsuits and polished jump boots, even at other drop zones In 1962, Susie Clements Joerns had a five-year tenure as the National Woman’s Champion Jim Poi and Ken Hirschberg created the first national film about skydiving called “Sport of the Space Age ” The Stevens Cutaway System, a groundbreaking contribution to safety, was developed within our club and adopted nationwide. Now called an RSL. Russ Gunby, a club member, authored the definitive handbook on skydiving titled “Sport Parachuting ” With this kind of jump history, within the City of Livermore, and the support of the restaurant and Mayor, a photo collage was developed and an invitation sent to club members to join in the official dedication on Jan 19, 2025 The DZ may
no longer exist, but the club lives on, as noted in “Parachutist” each month Most of the club members are now retired from jumping while the few active members support nearby DZ’s The dedication ceremony brought together more than 25 members Many had not seen each other in years The camaraderie and storytelling was immediate
The actual framed collage has two sides; one that represents our history with meaningful photos, patches and memorabilia representing our history and the other side is a dedication to those no longer with us (Blue Skies/RIP memories)
The dedication started with the Mayor signing logbooks, then a group photo, with many wearing white shirts, ties and jumpsuits. During lunch, many compared different membership cards and logbooks In attendance, were current and past members from 20 to 60 years ago, one going back to 1962 We hosted the Far Western Parachute Meet held each Labor Day weekend, until the early 1970s Over the years, many members attended jump events outside our own drop zone: Hot air balloon, helicopter, 727, water jumps and many, many exhibition jumps around the state
Sometime during the day, we all realized that being able to meet for lunch under these circumstances was significant in itself The event can be summed up by the comments made by a member from Boise, “I can’t remember the last time I drove so far for lunch.” Our history is now preserved and on display for all to see within the lobby of the Elevation restaurant Hope you will have the opportunity to view it
Blue Skies, Terrence J McGrath, D-3581
The California Parachute Club, located in Livermore, California, has been recognized as the oldest sport parachute club in America (Courtesy Terrence J McGrath)
It has been said that the only voluntary act in aviation is the decision to take-off Every action after take-off ment of flight and a continuous stream of decisions that result in a safe landing rting 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
CONTROLLER ASSIS TANCE AND KUDOS FOR…
Air Traffic Controllers are central pillars to flight safety as well as to efficient aircraft movement To these ends, Controllers and pilots work hand-inhand, as they must The list of services that Controllers provide and tasks they perform is impressive and vast, and just as varied Excellent communication skills, concentration, and decision making, stability, quick thinking, focus, and analytical processing might describe some typical character traits. Adaptability, creativity, and innovation are others that can be important in situations where book answers may be incomplete
From a pilot’s point of view, a Controller controls, advises, and assists He or she is a great asset and another independent mind and set of senses to help guarantee smooth flow and mitigate the threat of collisions with persons, other creatures, vessels, vehicles, structures, earth, or bad weather
This month, CALLBACK shares incidents that reveal the professionalism, competence, creativity, vision for improvement, and the dedication to safety that Controllers extol Enjoy the stories; contemplate the lessons; and if you are a pilot, think of a time when you required or received the expert assistance that Controllers routinely provide.
Part 91 – Expertise and Teamwork
A Controller encountered a situation where a pilot was flying a small, twin engine aircraft and experiencing icing The team that was assembled and the expert assistance they provided likely prevented an accident and saved this pilot’s life
• [I was] training on Sector X when the Controller-In-Charge (CIC) told me there was an emergency at [Sector Y], and my pilot skills might be needed I immediately terminated training and proceeded to Sector Y, where I plugged in with the Radar Controller and offered to assist.…it was quickly apparent that we had a small aircraft that was icing up at Minimum IFR Altitude (MIA) and could not hold altitude Over the next 45 minutes, the Radar Controller, CIC, Operations Manager (OM), Radar Associate, Center Weather Service Unit (CWSU) meteorologist, and myself worked
the aircraft north and west toward lower MIAs and better weather On several occasions the aircraft entered turns and descents without instruction to do so, and each time the Radar Controller provided simple, pertinent instructions that helped the pilot regain/maintain control of the aircraft Another Controller team came back and took the airspace and other frequencies, so our team could concentrate solely on assisting the emergency aircraft The aircraft was below MIA the entire time, and with no obstructions depicted, I obtained a sectional chart and spent most of the emergency tracking the aircraft on the chart and calling out obstructions to the Radar Controller, who relayed that information to the pilot Eventually the aircraft dropped out of communication and radar coverage, so we placed another aircraft on the frequency to act as a relay Wheeler-Sack Airbase also called several times with position updates, as their radar could see him, while ours could not Eventually we were able to get confirmation that the aircraft had safely landed We only then discovered that the aircraft was a small aircraft [type X], not a small aircraft [type Y] as the flight plan indicated This incident happened because the aircraft flew into icing conditions Our job was made significantly more difficult by the lack of depicted obstructions on our video maps An Emergency Obstruction Video Map (EOVM) needs to be created for the facility
Part 91 – Mitigating CFIT and CFTT
An Approach Controller and Challenger 350 pilot describe an altitude deviation The pilot provides much detail and excellent analysis, but the Controller ’s simple action may have prevented an accident and saved lives
From the Controller ’s report:
• I was vectoring Aircraft X for [the] ILS approach to Runway X I issued [descend] to 3000 feet and fly heading 320 Near ZZZ1 airport the low altitude alert sounded and I told Aircraft X low altitude alert, climb and maintain 4000 The pilot thought I had issued a [descent] to 2000 I told him I did not issue 2000 There was heavy volume and complexity at the time due to weather and two different center sectors were off-loading ZZZ2 arrivals on
to me Also he never gave a read back saying 2000 feet at any time So there was a miss communication somewhere
From the First Officer ’s report:
• I was second-in-command, and the non-flying pilot (pilot monitoring), of a Challenger 350 [under] IFR while being vectored to final for the ILS, we were advised by ZZZ Approach ”Check altitude,” and immediately, “Climb to 4,000 feet ” We complied, and ZZZ [Approach] continued vectoring us to the final approach course without incident Upon landing…[we were] given a number to call which we did The Tower Control Supervisor advised there may have been a pilot deviation In a two-hour TEMPO period just prior to our arrival, weather forecast was 2SM TSRA BR OVC010 Prior to initial descent we were given new routing by Center to avoid easterly moving weather build-ups, and then during descent, we requested and were granted further deviations until being handed over to Approach I attempted to contact the Approach Controller two times with aircraft ID, altitude, ATIS code, and type of approach requested I did not receive a reply until a third attempt, in which I queried the Controller as to how he was receiving our transmissions He replied that he heard us and cleared us down to an altitude of 10,000 feet We were then given further clearance to 8,000 feet and direct ZZZZZ (intermediate point along the localizer course), followed one minute later by a clearance to 3,000 feet We complied At approximately XA:43, [we] were given a heading of 320 degrees and an altitude for vectors to final previously cleared to 3,000 [feet], we believed we heard a clearance to 2,000 feet and continued to descend while turning to 320 At approximately XA:45, ZZZ ATC advised our immediate climb We received no TCAS alerts At the completion of the flight, the Captain and I conducted a debrief of the events and our…interactions … While the Captain is responsible for the overall safety and compliance of the aircraft and its crew, as pilot monitoring, I am responsible for, among other tasks, communicating with ATC, obtaining and reading back clearances accurately and timely, cross-monitoring systems, and setting altitudes in the flight guidance system Upon review, it appears I either missed hearing or did not properly read back
Controllers and pilots work hand-inhand with the list of services that Controllers provide and tasks they perform being impressive and vast and varied. (Courtesy AOPA)
altitude assignments within the terminal area This likely contributed to our misunderstanding of the last altitude given In the future, I will endeavor to be more proactive in fully reading back clearances The Controller did not prompt me after omissions of altitude in two read-backs to ensure we heard him correctly A more thorough review and brief of the approach plate would’ve revealed a Minimum Sector Altitude (MSA) of 2,500 [feet], so a descent to 2,000 feet while [being] vectored to the final course would not make sense Even if we thought we heard a clearance to below the MSA, it would be essential to query the Controller under the circumstances We failed to do so In the future, we will ensure all pertinent aspects of the approach are thoroughly briefed As professional pilots, we take seriously any event and seek ways to prevent future occurrences within our crew but [also] to share lessons learned to possibly prevent something similar in other crews While these were “honest” mistakes, the associated threats could have been better mitigated in this situation
Part 135 – Demystifying Departure Procedures
This Tower Controller experienced a situation where a commercial Caravan pilot appeared confused by an IFR Departure Procedure (DP). The Controller provided guidance, discussed the issue, hinted at a larger problem, and provided a recommendation
• Aircraft X was issued the ZZZ1 DP (Departure Procedure) by Clearance Delivery I taxied the aircraft to Runway XX and then cleared them for takeoff
Continued on Page 38
HYBRID AIR VEHICLES’S AIRL ANDER 10: YOU WON’T MIS TAKE IT FOR ANY THIN G EL SE
By Larry E. Nazimek
Hybrid Air Vehicles (HAV) is developing the Airlander 10, a vehicle they say will “ bridge the gap between fast energy-intensive aircraft and slower infrastructure-dependent surface transport ” They also tout its energy efficiency, in that it will produce “ up to 90 percent fewer CO2 emissions compared to traditional aircraft doing similar routes ”
Airships serve various purposes today, but they must utilize moorings and have a ground crew ready when it lands They are not designed to carry heavy payloads or a large number of passengers, but Airlander can do just that, and it can land
on virtually any flat surface, whether it’s an isolated island, desert, or tundra.
It won’t compete with airplanes for long distance travel, because airplanes are much faster, but it can compete for short distance travel, where you can go from A to B, instead of going from A to it’s nearest airport, fly to B’s nearest airport, and then to B It’s major feature, however, is its versatility
It’s not a matter of if it will get off the ground, because it already has It was originally developed with Northrup Grumman as the HAV 304 for the U S Army’s Long Endurance Multi-Intelligence Vehicle (LEMV) program It’s first flight was in 2012 at Lakehurst, NJ, but in 2013 the project was canceled.
HAV reacquired the vehicle, bringing it back to Cardington Airfield in England It was reassembled and refurbished for a civilian role
It is a “hybrid airship,” deriving its lift from aerostatic (lighter than air technology, using helium), aerodynamic forces, and downward thrust Unlike most airship designs, it doesn’t have a circular cross-section, but rather an elliptical shape with a contoured and flattened hull, contributing aerodynamic lift when the vehicle is in forward motion It also has tail surfaces At slower speeds, such as for takeoff and landing, it’s vectored thrust would play a role
Airlander 10 is capable of carrying 100 passengers or 10 tons with a range of
4,000 NM It’s cruising speed is 55 knots, and it’s top speed is 70 knots It’s maximum altitude is 20,000 feet It can remain airborne for 5 days
It has a length of 321 feet, 6 inches,
Continued on Page 38
First flight of Hybrid Air Vehicles’ Airlander in the UK (Courtesy Hybrid Air Vehicles and Larry Nazimek)
Airlander 10
Continued from Page 37
a “wingspan” of 164 feet, and a height of 98 feet, 5 inches.
It is powered by four engines, with two pushers in the rear and two toward the lower front that rotate for takeoff and landing to provide downward thrust The two forward engines can be shut down for cruise
Airplanes generally use the runways that allow a headwind, but there are times when they must operate with strong crosswind Since the Airlander 10 does not need a runway, it can always point itself so as to takeoff or land into the wind This means that with its aerodynamic design, the wind will always provide some lift It can take off and land in up to 30 knots of wind, noteworthy in that a Boeing 737 has a maximum crosswind limit of 35 knots
Airlinader offers comfortable seating and excelling viewing for 100 passengers (Courtesy Hybrid Air Vehicles and Larry Nazimek)
Hybrid Air Vehicles puts a great deal of emphasis on its low CO2 output. Initially, the combustion engines burn jet fuel The two front engines will be replaced with electric motors, and eventually, all four will be electric
With all four combustion engines, Airlander 10 will deliver up to a 75 percent reduction in emissions over comparable aircraft When the two front engines are replaced by electric motors, the reduction will be 90 percent, and when all four are electric, the reduction will be 100 percent
The hull is protected from lightning strikes by conductive braids on its outside, so that a strike attaches to the lightning protection conductors and is dissipated in a controlled manner The payload module is protected by a very thin conductive mesh
Airlander ’ s cabin exterior (Courtesy hybrid Air Vehicles and Larry Nazimek)
built into the outer skin of the module, conducting the strike across the skin rather than inside the module
Since the Airlander 10 will have a military role, its ability to avoid threats must be taken into account Since the hull (or envelope) is constructed largely of fabric and is filled with helium, it will have a relatively low radar cross section Its engines will have relatively low infrared radiation compared to the jet engines of other aircraft Since they are spaced widely apart, Airlander ’s heat signature is even
Continued on page 43
Safe Landings
Continued from Page 36
When airborne, I told them to contact Departure, but a moment later, I saw them in a left downwind turn and were well below the Minimum Vectoring Altitude (MVA) I reached out and they were still on frequency I verified they were on the ZZZ1 DP, and the pilot said something to the effect of, “Oops ” I issued the heading for the DP and restated the interim altitude After observing them on the correct course, I again told them to contact Departure These aircraft typically file IFR, but don’t pick it up, and instead, depart VFR most of the time when the weather is better Today we had lower clouds so they picked up the IFR [clearance] They are so used to picking up VFR departure instructions that my guess is [that] expectation bias played a role in the pilot just starting a southbound turn I wouldn’t have given this much thought, except just yesterday I had a similar interaction with another flight on
an IFR DP I think it may have actually been the same pilot, but I can’t be sure They were cleared for take-off on [Runway] XXL on the ZZZ1 DP, which would have kept them on runway heading and, off the departure end of the runway, they asked me if I wanted them to start their turn early or fly to ZZZ1 I verified they were on the ZZZ1 DP and told them to just fly it as they were previously cleared The way they asked the question made me concerned that they thought they were VFR I’m not sure if I have much of a recommendation for this scenario, except that maybe some outreach to [their] Company might be helpful Having two incidents back-to-back where there seemed to be confusion about VFR versus IFR status makes me concerned that there could be more I just wanted to get these two on record in case there are future problems A report was entered for the one today
By Annamarie Buonocore
Here at In Flight USA, we can say with confidence that medical exams for pilots is one of the most contentious and important issues of 2024 For some, the medical process of obtaining a medical certificate to fly can be easy and straightforward, but there are many occasions when the process becomes complicated with more questions than answers Left Seat – Pilot Medical Solutions is a unique consultancy that assists pilots with medical issues by helping them obtain their medical certificates David Hale is one of the most knowledgeable people in aviation who is equipped to deal with medical questions and uncertainties. We are fortunate to have been able to interview him to help answer some questions that you may be asking or facing this year
In Flight USA: What is Left Seat Pilot Medical Solutions and how did you get started in this business?
David Hale: Left Seat Pilot Medical Solutions is a consulting firm that helps pilots with medical issues or questions that pilots have about how they can overcome FAA issues to obtain a medical certificate to fly Many of our clients have experienced cardiovascular issues such as heart attacks or coronary artery disease Others suffer from psychological issues such as depression or anxiety They have difficulty working around the FAA’s safety standards when they are fit to fly. We walk pilots and their physicians through the process, refer them to the right doctors, and help them file paperwork We have been in business for more than 30 years, and we are familiar with FAA standards I got into this because I was a pilot with extensive clinical fitness experience I knew a lot of pilots who struggled with medical issues, so I started researching it, and my work developed into a consultancy
IFUSA: What are the different tiers of pilot medical certificates?
DH: There are three certification levels You have third class, which is the lowest level of medical certificate you can obtain to fly Then you have second and first class that clear you to fly commercially, such as corporate flight operations and the airlines. Most general aviation pilots need a third class certificate Another fourth option is Basic Medical Rules, which don’t require a medical certificate, but there can be challenges obtaining any authorizations if they have had health or mental health problems in the past
S TAYIN G IN THE LEFT SEAT
An Interview with Left Seat Pilot Medical Solutions
IFUSA: Third class medical has been at the center of debate for many years What is your experience with that?
DH: For years, many have lobbied to get rid of third class medical The general aviation community, with the help of lobby groups such as AOPA and EAA, fought to relax third class medical, just as we fought for our pilot clients
IFUSA: What are some health conditions that can make it difficult to obtain a medical?
DH: Many of our clients suffer from cardiovascular problems Some have suffered heart attacks, others have heart disease, and some are at a high risk of developing such problems Another group we see a lot of is people with mild emotional or psychiatric issues such as anxiety or depression. The bottom line is that the FAA wants pilots to be safe and not fall asleep at the yoke or make a questionable judgment call As you might have read, the FAA has loosened its restrictions on several psychiatric medications But there is still a lengthy process for anybody on these medications or anybody who has gone off of them recently Psychiatric issues, especially severe anxiety and depression, are taken very seriously There are many concerns about panic attacks or suicidal thinking Previously, the FAA grouped all anxious and all depressed people together While some may have had a severe and chronic condition, others might just have been suffering temporarily after a break up or the loss of a job. People in the latter category often need help explaining why they went on (or off) their medications We can assist in these situations
IFUSA: How would you advise someone who is taking (or recently went off) psychotropic medications?
DH: I would recommend they call a firm like ours rather than go straight to an AME Not all AMEs are equipped to handle these issues, and if you get denied for a medical once, it can be very difficult to reverse People who take these medications need carefully written letters that explain why they take or took those medications These letters need to be written by people who are familiar with FAA policy. In most cases, a letter from their doctor or psychiatrist will not suffice. I would recommend they reach out to us or a firm like ours to discuss their needs We can provide referrals to evaluating mental health professionals and the right AMEs for their needs
IFUSA: Are there different levels of AME (Aviation Medical Examiners)?
DH: It is not so much that there are
Left Seat – Pilot Medical Solutions works directly with your physicians and the FAA to assure compliance with FAA protocols and to resolve complex aeromedical certification issues quickly
(Courtesy Left Seat –Pilot Medical Solutions)
different levels; it is that there are different areas of focus or specialties For example, some AMEs are better equipped to deal with cancer or heart disease, while others focus on behavioral issues Unfortunately, there is a very small handful of AMEs that are equipped to deal with psychiatric issues We pinpoint where these doctors are located Pilots should get the right referrals to the right doctors and not waste their time or suffer potentially damaging appraisals
IFUSA: What is your personal aviation background?
DH: Nobody in my family flew, but I had many scientists in my family I caught the flying bug at a young age I played with rockets and model airplanes as a kid and always enjoyed science I enjoy learning about science, from health and the human body, to aeronautics and the night skies. I have been flying since I was in my 20s. Oklahoma is a very aviation-friendly state. I enjoy flying and the aviation community
IFUSA: What planes do you enjoy flying?
DH: I enjoy flying light low wing single engine planes such as the Bonanza You also can’t go wrong with the highwing classics such as the Cessna 172 and 182
IFUSA: What do you like best about being based in Oklahoma City?
DH: I really like Oklahoma City and the entire state of Oklahoma It is a very aviation-friendly state, and there are many new aerospace companies coming here, so the industry is improving the job market and general economic development is good. We are based at Wiley Post Airport, which is primarily a general aviation airport There are many family-run or small businesses at this airports, and they all support and love the freedom to fly We love contributing and doing our part to keep general aviation safe and accessible
For more information, visit www leftseat com
AOPA Supports FAA’s Decision To Further Postpone Medical Certification Changes
The Aircraft Owners and Pilots Association (AOPA) welcomes the FAA’s Feb 28 decision to again postpone proposed changes to the airman medical certification process If implemented, the FAA’s proposed changes would lead to a significant increase in pilot medical denials
In 2024, the FAA proposed ending its longstanding practice of deferring incomplete medical applications to instead issue immediate denials while providing steps for reconsideration These changes were scheduled to take effect on Jan 1 AOPA, along with a coalition of aviation organizations, suggested to the FAA Federal Air Surgeon, Dr Susan Northrup, that any denials could cause unintended consequences and increase complexity for applicants Subsequently, the proposed changes were delayed until March 1
On Feb 28, the FAA announced it would again delay the implementation of the proposed denial policy and instead hold a listening session to “get feedback from stakeholders before making any decisions,” according to a FAA statement The listening session with industry is scheduled for April 23
“We appreciate the FAA’s efforts to seek additional input from AOPA and others Our goal is to help pilots by working with the FAA to make the medical certification process more efficient while eliminating unnecessary burdens on applicants At the same time, AOPA will continue its efforts to help modernize the FAA’s medical processes and systems, which are long overdue,” said AOPA President and CEO Darren Pleasance.
For more information, visit AOPA at aopa org
SCHEDULERS & DISPATCHERS CONFERENCE
Dispatc et the Good L
March 25–27, 2025 New Orleans, LA
our logistical planning and e ate y v ht. Ele re of e ou’ y to ensure y toda
w Orleans, where timeless c e pment
xplore the latest in dispatc al xceptional harm where timeless c our el h
Let the Good Times Fly… Navigating Tomorrow, Today! The 2025 NBAA Schedulers & Dispatchers Conference (SDC2025) is where your journey towards success takes flight. Elevate your logistical planning and explore the latest in dispatch technologies and innovative equipment designed to propel your flight department operations to new heights. In the spirit of New Orleans, where timeless charm meets innovation, start planning today to ensure you’re part of this exceptional event you won’t want to miss!
nt
March 25–erence y hers Conf c Fly ood N 27, h our journe 2025) Th Toda Tomorrow, Tomor ing ards success w y to ne hedulers AA Sc e 2025 NB LA rs ou w ent y ev meets inno operations to ne hnologies inno tec es Ele ak t ant to miss! t w ’ on u art toda ation, st nov w Ne s to ne e y vativ gies
NEW GA LIFECYCLE PROCESSIN G GUIDE DETAIL S PROPER CBP
REENTRY
PROCEDURES
Following a recent upswing in reports of operators failing to comply with agency requirements to enter the country, U S Customs and Border Protection (CBP) has issued a new fact sheet intended to foster improved industry compliance with the reentry process
The new General Aviation (GA) Lifecycle Processing Guide highlights four steps: feasibility check, pre-arrival processing, arrival processing and postarrival analysis Each step includes common questions and areas for discussion, as well as required forms and procedures
“This practical resource outlines the key steps for compliance and serves as a roadmap for navigating CBP procedures, whether you’re planning an upcoming trip or looking to optimize your international operations,” said Laura Everington, NBAA director of international operations and regulations
Everington added the new guide was discussed at the NBAA International Operator Conference, Feb 11-13 in San Juan, Puerto Rico, and it was discussed at the NBAA Schedulers and Dispatchers
Airlander 10
Continued from Page 38
lower than an aircraft with the same number of engines. Furthermore the Airlander is relatively quiet.
Although it is large, it will operate at altitudes above small arms fire The pressure differential between the internal helium space and the external atmosphere is very low, so punctures to the hull would result in very slow leakage, allowing a gradual controlled descent
With the four engines, fuel lines, and control lines widely dispersed, damage to one part is relatively unlikely to result in the loss of the aircraft Since it flies at relatively low speeds, damage caused should not be made worse by the effect of the airflow Since the Airlander can fly with two working engines, loss of an engine will still allow it to return to base and land.,
The Airlander is being produced in the UK, so all aircraft and aircrew certification is in accordance with their regulations Pilots will require an Airship Commercial Pilot License CPL(As) plus an Airlander Type Rating
Spain’s Air Nostrum Group, one of the largest regional airlines in Europe, has reserved ten Airlander 10s for opera-
Conference, in New Orleans, from March 25-27
“NBAA encourages members to download the GA Processing Lifecycle Guide and thoroughly review these steps with all the necessary flight department personnel,” she said It is available at https://www cbp gov/sites/default/files/2 025-02/25 0206 cbp-ga-lifecycle-factsheet pdf
HAV’s Airlander, produced in the U K , flys above a forest shrouded in fog (Courtesy Hybrid Air Vehicles and Larry Nazimek)
tions on regional routes
HAV and Scotland’s Highlands and Islands Transport Partnership (HITRANS) are working out a plan for six Airlanders for passenger and freight services Sightseeing flights are also under consideration
Construction is underway on the production facility in Doncaster, where they hope for an annual production of 24 Airlander 10s.
If all goes well and many Airlander 10s are sold, a larger version, the Airlander 50, capable of carrying 200 passengers or 50 tons, could be a next step
For further information: https:// www hybridairvehicles com/
SEAPL ANES TO RETURN TO CLEAR L AKE FOR THE 2025 CLEAR L AKE SPL ASH-IN
Seaplanes from across the West Coast will gather at Skylark Shores Resort in Lakeport, CA, from April 2527, 2025, for the Clear Lake Splash In, the region’s premier event for seaplane enthusiasts Pilots and aviation fans will enjoy a weekend of flying, camaraderie, and discussions on the future of seaplane operations in Northern California
This year ’s event will feature:
• Seaplane flying stories from Alaska and Montana
• A panel on innovative seaplane projects
• Discussions on FAA regulations & safety
• A showcase of seaplane options for Clear Lake’s future
• Seaplane flight instruction
• Networking opportunities for pilots
and aviation fans
“The Clear Lake Splash In is a unique opportunity to bring together seaplane pilots, aviation enthusiasts, and the Lakeport community,” said seaplane pilot Herb Lingl “We’re excited to share seaplane adventures, discuss the future of the event, and enjoy flying on one of California’s best freshwater lakes ” The event is open to the public, and
aviation enthusiasts are encouraged to attend For more information, updates, and pilot registration, visit https://www clearlakesplashin com/
• Event Location: Skylark Shores Resort, Lakeport, CA
• Dates: April 25-27, 2025
• More information: https://www clearlakesplashin com/
SKYL ARK SHORES RESORT: KEEPIN G THE SEAPL ANE TRADITION
AFLOAT ON CLEAR L AKE
Clear Lake, with its stunning vistas and inviting waters, has long been a haven for seaplane enthusiasts Recent discussions about establishing a public seaplane base on the lake, complete with a seaplane ramp and docks, have fueled the hopes of many in the seaplane community While these plans are still in the discussion and evaluation phase, Skylark Shores Resort in central Lakeport is stepping in to provide a convenient and nostalgic solution for seaplane pilots
A committee has been diligently formed to explore the possibilities and requirements for creating a public seaplane base on Clear Lake. This exciting development could potentially transform Clear Lake into a hub for seaplane enthusiasts, allowing for easier access and operations While the details are being fine-tuned, Skylark Shores Resort has taken the initiative to provide interim solutions that harken back to the lake’s seaplane history
The Skylark Shores Resort, nestled
in the heart of Lakeport, has been a cherished landmark for decades What makes it even more special is its rich history as a seaplane base in the 1960s and 70s when it was known as the Skylark Motel & Seaplane Base Today, the resort aims to revive that historic connection between Clear Lake and seaplanes, especially with the annual Clear Lake SplashIn
One of the resort’s unique offerings during this transition period is the availability of their three docks to seaplane pilots who choose to stay at the resort This service is not only a nod to the lake’s seaplane heritage but also a practical solution for pilots visiting Clear Lake. Skylark Shores Resort is conveniently located in the main street, near the annual Clear Lake Splash-In, making it an ideal base for participants and enthusiasts The resort’s docks provide an excellent spot for seaplane parking, ensuring that pilots have easy access to their aircraft
Skylark Shores Resort is excited
about the prospect of restoring the seaplane tradition to the region This exciting revival is a testament to the rich history of seaplanes on Clear Lake and a promising sign of what the future may hold
Apart from its seaplane-related amenities, Skylark Shores Resort offers a variety of room types with picturesque views of the lake or the inviting pool For those looking for a cozier experience, the resort also offers spacious cabins, allowing guests to relax and unwind in a tranquil setting
As discussions continue regarding the creation of a public seaplane base, the commitment of Skylark Shores Resort to support seaplane pilots is a clear sign of their dedication to the seaplane community The resort’s legacy as a seaplane base in the past, combined with its modern-day accommodation, ensures that it remains a focal point for seaplane enthusiasts visiting Clear Lake
While the future of Clear Lake’s seaplane operations is still taking shape,
(Courtesy
Skylark Shores Resort stands as a beacon of the lake’s historic connection to seaplanes, offering seaplane pilots a warm and convenient welcome as they explore the possibilities of Clear Lake’s seaplane revival For reservations, please call 7072636151 or send email to info@skylarkshoresresort com
The Skylark Shores Resort, nestled in the heart of Lakeport, has been a cherished landmark for decades
Skylark Shores Resort)
Aerial views of Lakeport, Calif., where the Clear Lake Splash In is set for April 25-27.
(Photos courtesy Herb Lingl)
"I
PILOT MEDICAL SOLUTIONS
“They
ILOT EDICAL L TIONS
We are located on the west side of KAUN. AND Aviation Services takes pride as a family-owned and operated business providing a more personal service with the highest level of standards for aircraft owners and operators. AND Aviation Services was created due to customer demand. Our expectation is to get you back in the air safely, quickly and on time. When you rely on AND Aviation Services for the mantenance of your aircraft, you can have peace of mind knowing that you’re working with the most trusted and experienced professionals in the business.
We pride ourselves in exceeding all FAA stadards. Combined, we have over 50 years of experience in aviation maintenance.
We are conveniently located close to Sacramento and Bay Area airports. Above the fog and belove the snow. We offer “valet” services if you want to be picked up and dropped off at your home airport.
