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In Flight USA Celebrating 30 Years

THE

May 2014

COVER

DUEL CONTINUES: ARCH BLASTS BONHOMME IN ROVINJ

heered on by an enthusiastic crowd, Hannes Arch of Austria rallied from behind to upset Red Bull Air Race World Championship leader Paul Bonhomme of Britain. Austria’s Hannes Arch came from behind to beat defending champion Paul Bonhomme in a riveting final in the second stop of the eight-leg Red Bull Air Race World Championship on April 13, 2014 in Rovinj, Croatia. Arch was trailing Bonhomme at the midway point of the final round by 0.23 seconds but opened the throttle with a blistering second lap on the obstacle course set up on the Adriatic Sea to get his eighth career victory. Japan’s Yoshihide Muroya got the first podium of his career, taking third place on a challenging course in the bay off Rovinj that was made even more difficult when the winds coming from the south shifted to from the west.

Cheered on by thousands of fans from nearby Austria, Arch also became the sentimental favorite of the local Croatian fans, who were savoring the country’s first Red Bull Air Race. The Austrian had a flawless run in the final, stopping the clock in 59.012 seconds -ahead of Bonhomme’s 59.097. They have 21 points each in the World Championship standings. “It’s really special,” said Arch, who felt lifted by a surge of support this weekend from the big crowd in Rovinj, a stunning town on a peninsula known as the blue pearl of the Adriatic. “When I heard I was first I had tears in my eyes because of all the emotions and the release of the pressure. It was so difficult here.” There was a record six pylon hits on the challenging course set up in the water Continued on Page 28

Paul Bonhomme of Great Britain performs during the finals for the second stage of the Red Bull Air Race World Championship in Rovinj, Croatia on April 13, 2014. (Andreas Langreiter)

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TABLE Volume 30, Number 9

CONTENTS

650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com

May 2014

ON THE COVER SPOTLIGHT

PHOTO FINISH

MUSTANG FEVER

PACIFIC COAST DREAM MACHINES

By David Brown Page 10

Photos & Story by Michael Mainiero Page 57 Cover Photo Joerg Mitter/Red Bull Air Races

NEWS Red Bull Duel Continues: Arch Wins Big In Rovinj ....................4 Editorial: Heads Up By Ed Downs ................................................6 AOPA: Medical on the Move By Mark Baker................................8 Sleep Apnea Rules Sorted Out ....................................................8 Vazquez Named Next CAP Commander ....................................20 FAA Kicks Off GA Data Demo Project........................................24 Green News: Sunseeker Duo’s First Powered Flights..............32 Able Flight Scholarships Awarded ............................................33 EAA AirVenture Preview ..............................................................34 Recreational-Use Liability Bill Moves Along in California ......37 Balance in the Air Force, Secretary’s Report ............................39 Glasair Aviation Introduces Merlin and Sportsman..................40 Lycoming Engines Celebrates 85 Years ....................................44 Quicksilver Earns FAA Acceptance for SLSA ..........................46 AERO Wrap Up: Global Show for GA ........................................49 GAMA’s First Quarter Numbers ..................................................49

Nigel Lamb of Great Britain, Hannes Arch of Austria and Peter Besenyei of Hungary fly in front of the city of Rovinj prior to the second stage of the Red Bull Air Race World Championship in Rovinj, Croatia on April 10, 2014. See story on page 4.

COLUMNS Contrails: Travel Notes by Steve Weaver ..............17

What’s Up?!: May Day Every Day by Larry Shapiro ..............26

FEATURES & SPECIAL SECTIONS Editorial: Heads Up By Ed Downs ..................................................................6

Flying wIth Faber: Cruising The Danube

Special Section: AirVenture Preview ..........................34

by Stuart J. Faber ............29 Goodies & Gadgets ..........................................31 Skies to Stars: Little Green Men? by Ed Downs ..................38 Safe Landings: Communication ........................................42 The Pylon Place: It’s Airshow Season Again by Marilyn Dash ..............45

What Every Pilot Should Know About Oxygen ........48

DEPARTMENTS

Book Review: Exploring the Torrey Pines Gliderport By Annamarie Buonocore ..............................................14 Tri-Pacer Versus Whirlwind By Charlie Briggs ..........................................................22

High Schoolers Design NASA’s First Flight of Orion ....50 Young Eagle Wins Tubreaux Scholarship ..................53

Headlines Online (www.inflightusa.com) ....................7 Calendar of Events ........................................................9 Classifieds ....................................................................56 Index of Advertisers ....................................................58

SPECIAL SECTION: EAA AIRVENTURE OSHKOSH PREVIEW ..................PAGE 34

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In Flight USA Celebrating 30 Years

Editorial

May 2014

By Ed Downs

HEADS UP

bviously, spring has arrived. Unfortunately, those who live in many parts of the country know this is true due to the arrival of violent and deadly weather, both of which are occurring as this viewpoint is being written. Allow me a moment to extend the collective prayers of many who read In Flight USA to those families affected by the coming of spring. Let’s also remember the heroic efforts of first responders and aviation resources that do their best to keep loss of life to a minimum. On a happier note, spring means that the airshow season kicks into high gear with both regional and national events that attract millions of aviation enthusiast, both flyers and non-flyers, to celebrate the thrill of aviation and courageous contributions of our military services. Even this writer is busy with maintenance and an annual inspection to make sure my ride (a Zenith 601B) is ready to go. The childish squabbling in DC has backed off enough to allow Americans to see what our military can do and shows are adjusting to an FAA that is charging

illegal fees to provide ATC services. Many shows will simply opt to exclude ATC services from their activity, depending upon the skills, common sense and good operating practices of fly-in visitors to maintain a safe environment. Readers might remember that the subject of airshow safety was a topic of editorial opinion in our October 2013, issue of In Flight USA, with safety recommendations for flying in the vicinity of airshows. While considering whether or not to re-print these recommendations, an event took place that helped the decision-making process. Only a day before beginning the keystrokes you see before you, this writer heard of an accident that occurred following a very popular and well-run show held in the Bay Area of California. It appears (as of the time this is being written) that a warbird that had participated in the California show and a friend flying a high performance Cessna were returning to their home base following the event. While exactly what happened is still under investigation, the two planes tangled in flight, with the Cessna losing the

encounter and crashing into San Pablo Bay, located at the northern end of the San Francisco Bay region. The NTSB is investigating this mid-air and this writer will refrain from the second guessing that is so popular in the contemporary media. There is no doubt that the actual show event itself had nothing to do with the accident, but the circumstances of planes either participating in or attending a show being in an accident are not uncommon. It should be no surprise that large public events, big crowds and heavy traffic (either ground or air), present an increased opportunity for accidents. Each year, there are 10 to 15 aviation related fatalities that can be associated with an airshow or fly-in. In some cases, these fatalities involve show performers, but in most, they involve show attendees as they fly to or from the show, or as they work their way through a crowded traffic pattern situation at the show site. To be sure, such fatalities are just a “nit” in the overall scope of aviation safety statistics, but for those involved, they are 100 percent tragic. Is there something we can do to beat the odds and/or mitigate the risk?

As a pilot who has attended hundreds of major aviation events, many non-towered or in no-radio airplanes, this writer knows that safety will prevail, but I would like to share some thoughts that have served me well over a flying career spanning well over half a century. Like many of these editorials, let’s get to the “to do” part, by the numbers. While certainly directed towards airshow attendance, consider applying some of these suggestions to your everyday flying. 1. Put your demons in a strong steel box, lock it tightly and leave it a home. “Get-there-itus” is a big accident factor, as pilots race to meet airport closing deadlines or depart late in the afternoon for the flight home. “Getting there” is a big issue with venders seeking to promote their latest product offerings. “Macho” attitudes can prevail as the challenge to make a short base turn or to land on a specific spot crowd out the common sense solution of extending a downwind leg of making a go-around. Crowded traffic patterns are no place for anger, only cool, calm professionalism. You can Continued on Page 16

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May 2014

HEADLINES ONLINE

www.inflightusa.com

Visit In Flight USA’s website to read these stories and more...

at www.inflightusa.com

LIGHTSPEED AVIATION FOUNDATION ANNOUNCES 2014 FINALISTS FOR PILOT'S CHOICE AWARDS From the grandstands at the Sun ‘n Fun International Fly-In and Expo, the Lightspeed Aviation Foundation announced the names of 15 charities, selected from hundreds of nominees, which will benefit from grants to be awarded through the Pilot's Choice Awards Program. The selected charities are as follows: Academy of Model Aeronautics, Agape Flights, Angel Flight West, the Civil Air Patrol, the Flying Doctors, Mission Aviation Fellowship, Missionary Flights International, New Tribes Mission, The Ninety-Nines, Patient AirLift Services, Pilots N Paws, SUN ‘n FUN, Think Global Flight, Tomorrow's Aeronautical Museum, and Whirly Girls International. Read more...

NASA'S ORION SPACECRAFT POWERS THROUGH FIRST INTEGRATED SYSTEM TESTING

Engineers in the Operations and Checkout Building at NASA’s Kennedy Space Center in Florida, perform avionics testing on the Orion spacecraft being prepared for its first trip to space later this year. (Lockheed Martin)

NASA’s Orion spacecraft has proven its mettle in a test designed to determine the spacecraft's readiness for its first flight test – Exploration Flight Test-1 (EFT-1) – later this year. EFT-1 will send the spacecraft more than 3,600 miles from Earth and return it safely. The spacecraft ran for 26 uninterrupted hours during the final phase of a major test series completed April 8 at the agency's Kennedy Space Center in Florida. The test verified the crew module can route power and send commands that enable the spacecraft to manage its computer system, software and data loads, propulsion valves, temperature sensors and other instrumentation. Read more...

AOPA'S FIRST REGIONAL FLY-IN: SWARMING TO SAN MARCOS AOPA’s first regional fly-in kicked off in fine style at San Marcos Municipal Airport in San Marcos, Texas, April 26 as more than 2,500 people and 350 aircraft descended on the airport. “This is a jewel of an asset that we have here,” San Marcos Mayor Daniel Guerrero said of the airport, as he presented a key to the city to AOPA President Mark Baker. “We hope to see you in years to come.” A whopping 700 airplanes had originally been scheduled to attend, but an overcast kept the airport IFR and then marginal VFR for much of the day. Read more...

BELL HELICOPTER TRAINING ACADEMY CELEBRATES 130,000 STUDENT MILESTONE Bell Helicopter announced it has trained 130,000 students through its Bell Helicopter Training Academy (BTA). The milestone student, Mr. Fredrick “Chon” Taylor, who works for the Federal Bureau of Investigation (FBI), is an experienced pilot with more than 3,500 hours in Bell helicopters. Like many of Bell Helicopter’s customers, Mr. Taylor visits the BTA for autorotation practice, as it is one of the few training schools to offer full autorotation training for its students. “The autorotation training offered by the BTA is unique to the industry,” said Mr. Taylor. “No one else offers it. In addition, the trainers work with me to tailor the training sessions in the aircraft to meet my specific mission needs and to focus on aspects of my flight training that I want to improve.” Read more...

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In Flight USA Celebrating 30 Years

MEDICAL By Mark Baker President and CEO AOPA

he third-class medical has become the hottest topic in general aviation, and with good reason. We’ve been fighting hard to save pilots time, money, and frustration on medical issues, and we’re making progress. The FAA recently announced that it would go through the rulemaking process to allow more pilots to fly without getting a medical certificate. While the agency hasn’t provided any additional details of what its proposal might include, we’re glad they’re focusing on the issue in a forum that will allow public input. The announcement comes two years after AOPA and EAA filed a joint petition to expand the third-class medical exemption, and represents a significant, if over-

ON THE

due, step forward. At the same time, the General Aviation Pilot Protection Act (GAPPA) is gaining momentum. That act would allow pilots who don’t fly for hire to fly aircraft weighing less than 6,000 pounds under VFR rules. They’d be allowed to carry up to five passengers at altitudes below 14,000 feet msl and speeds below 250 knots. The result would be thousands of pilots exempted from the cumbersome third-class medical certification process, saving them and the government time and money. Thousands of AOPA members have contacted their elected officials in the House and Senate and have asked them to support this legislation. Their efforts have already made a difference. At this writing, 93 representatives and nine senators have signed on to cosponsor

May 2014

MOVE

GAPPA, and the number keeps climbing. Now we’re beginning to see support from outside the beltway as well. The Michigan Aeronautics Commission recently asked both its congressional delegation and the FAA to support GAPPA as a way to boost GA activity and the economic benefits that go with it. Another medical policy has also taken center stage in recent weeks as the FAA has developed new guidelines for addressing concerns about sleep apnea. You may recall that late last year the FAA suddenly announced a new policy that would have required any pilot with a body mass index (BMI) of 40 or greater to undergo testing for sleep apnea. The plan was to eventually expand that requirement to some 120,000 pilots with a BMI of 30 or more. AOPA objected to the costly and

unnecessary testing and the fact that the FAA had announced such a major policy shift without input from pilots and other stakeholders. The FAA stepped back to re-evaluate and in April, announced that it had developed new draft guidelines. Under these guidelines, pilots won’t be disqualified based on BMI alone and they will be issued medical certificates even if they are referred for additional testing. There are still some details to be worked out, but this is another significant step forward. There’s much more work to be done before we can say goodbye to the thirdclass medical or put sleep apnea to bed, but we’re moving in the right direction and that’s good news for everyone.

NEW EAA VIDEO ANSWERS PILOTS' QUESTIONS ABOUT COMPLETING FAA MEDXPRESS FORM A new EAA video answers the most common questions about the nowrequired MedXPress online form for FAA airmen medical certificates, including how to save time when completing the form. The video, available free of charge through EAA's video player, features Dr. Greg Pinnell, a member of EAA's Aeromedical Advisory Council, which consists of EAA-member physicians who volunteer their time to assist other members and guide EAA policy on aeromed-

ical issues. Dr. Pinnell is also a senior flight surgeon for the U.S. Air Force's 45th Space Wing and founded Air Docs, a health care provider focused on aviation medical examinations and certification. "Many longtime pilots are used to filling out the paper form at their own aviation medical examiner's office, but the FAA now only allows the online form to be used," said Sean Elliott, EAA's vice president of advocacy and safety. "The online requirement has led to many questions and occasional confusion and mis-

SORTING OUT The FAA has refined its controversial sleep apnea proposal for pilots and airmen medical certification after considerable backlash from the aviation community and Congress. While sleep apnea remains an area of emphasis for the FAA aeromedical leadership, the efforts by EAA and EAA’s Aeromedical Advisory Council helped create a path toward a sensible solution. The highly contentious plan to require a sleep apnea test and evaluation prior to approval of a medical certificate, based solely on a Body Mass Index (BMI) of 40 or above, is no longer part of

THE

LATEST

the FAA policy. The agency has developed a new policy that would allow a tiered approach to addressing potential sleep apnea problems while enabling a pilot to maintain a current certificate while any assessment takes place. “Pilots should not be automatically forced into an expensive sleep apnea evaluation and out of the cockpit based on a single risk factor,” said Sean Elliott, EAA’s vice president of advocacy and safety. “The pilot community and the aeromedical community have given their input, and we’re pleased that FAA used that input to make the necessary changes

understanding for pilots unfamiliar with the MedXPress system. This new EAA video answers questions, clears confusion, and ensures the first step in obtaining an airman medical certificate is a smooth one." During the 20-minute video, which is available to both EAA members and non-members, Dr. Pinnell goes step-bystep through the MedXPress registration and completion process. That includes displaying individual online screens and easy-to-follow instructions on complet-

ing the pre-examination paperwork. "Along with showing the MedXPress online completion process, the video discusses many of the related questions that EAA headquarters receives on a regular basis, as well as those I receive as a senior aviation medical examiner," Dr. Pinnell said. "We've found that having this type of visual instruction is a great help to clearing much of the confusion and apprehension that pilots might have when using the system." See the video at eaa.org.

SLEEP APNEA RULES

in its policy. The incoming Federal Air Surgeon has indicated that he is not interested in enacting a sweeping policy that would add financial and regulatory burdens to pilots.” After the initial sleep apnea policy was announced in November 2013, EAA made numerous contacts throughout the FAA to express its concerns. EAA’s Aeromedical Council also directly contacted FAA’s medical officials to express its professional opinion that the policy had little relation to flight safety for recreational operations. EAA also helped involve Congress,

which had earlier introduced legislation requiring full rulemaking for similar sleep apnea policies on commercial highway vehicle operators. Congress reacted by introducing legislation that would demand similar rulemaking for sleep apnea policies in aviation. “EAA continues to be vigilant to ensure that pilots don’t have overbearing, prescriptive policies put in their way of maintaining a medical certificate,” Elliott added. “EAA will continue to work with the FAA to find the right balance.”

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May 2014

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Getting Rid of the Rust Itâ&#x20AC;&#x2122;s a sad truth. People drop V\[ VM Ã&#x2026;`PUN HSS [OL [PTL 5V[ ILJH\ZL [OL` UV SVUNLY LUQV` P[ I\[ ILJH\ZL SPML HUK JPYJ\TZ[HUJLZ NL[ PU [OL ^H` As a community, we talk a lot about growing the pilot population. Why not start with folks who are already pilots? We estimate there HYL HIV\[ OHSM H TPSSPVU JLY[PÃ&#x201E;JH[LK but inactive pilots in the United States. When we surveyed some of those pilots, we discovered that L]LY`VUL ^L [HSRLK [V Z[PSS ^HU[LK [V Ã&#x2026;` 0M L]LU H MYHJ[PVU VM [OLT NV[ back into the left seat, it would mean a big boost to the pilot population. ;OLYL HYL H TPSSPVU YLHZVUZ Ô` WLVWSL Z[VW Ã&#x2026;`PUN HUK TVZ[ VM [OLT HYL temporary. Kids grow up. Schedules change. Resources become available. (UK WLVWSL KYLHT HIV\[ YL[\YUPUN [V Ã&#x2026;`PUN )\[ VM[LU [OL` KVUÂ»[ 6UL VM [OL IPNNLZ[ YLHZVUZ WLVWSL KVUÂ»[ JVTL IHJR PZ ILJH\ZL [OL` KVUÂ»[ RUV^ OV^ [V NL[ Z[HY[LK VY [OPUR P[ ^PSS IL [VV KPÉ&#x2030;J\S[ VY [PTL JVUZ\TPUN )\[ ^LÂ»]L NV[ NVVK UL^Z .L[[PUN IHJR PU[V Ã&#x2026;`PUN L]LU HM[LY HU L_[LUKLK absence, is easier than you think with the AOPA Rusty Pilots program. Just check our online calendar for an event near you, sign up, and go. The WYVNYHT PZ MYLL HUK P[ JV\U[Z HZ [OL NYV\UK WVY[PVU VM [OL Ã&#x2026;PNO[ YL]PL^ :V NP]L \Z H KH` HUK `V\Â»YL OHSM^H` [OLYL >OLU `V\ [HRL WHY[ PU H 9\Z[` 7PSV[Z L]LU[ ^LÂ»SS ZLUK `V\ H YLZV\YJL N\PKL ^P[O PUMVYTH[PVU HUK [VVSZ [OLU `V\Â»SS ZWLUK [PTL ^P[O H NYV\UK VY Ã&#x2026;PNO[ PUZ[Y\J[VY NVPUN V]LY L]LY`[OPUN `V\ ULLK [V RUV^ )YPUN `V\Y SVNIVVR ZV `V\ JHU NL[ `V\Y ZPNUVÉ&#x2C6; >OPSL `V\Â»YL H[ [OL L]LU[ `V\ JHU ZPNU \W [V Ã&#x2026;` ^P[O HU PUZ[Y\J[VY [V NL[ J\YYLU[ HUK NV [OYV\NO [OL Ã&#x2026;PNO[ WVY[PVU VM `V\Y YL]PL^ 0[Â»Z [OH[ ZPTWSL 0M `V\Â»]L ^HU[LK [V NL[ IHJR PU[V Ã&#x2026;`PUN VY RUV^ ZVTLVUL ÔV KVLZ JOLJR out the Rusty Pilots program schedule at ^^^ HVWH VYN Y\Z[` WPSV[Z, then come to an event with other inactive pilots who want to get back in the air. 0M [OLYLÂ»Z UV[OPUN ZJOLK\SLK PU `V\Y HYLH JVUZPKLY HZRPUN `V\Y SVJHS Ã&#x2026;PNO[ school to host an event. They can visit the website for more information HIV\[ WHY[ULYPUN ^P[O (67( [V NL[ WLVWSL PU `V\Y HYLH Ã&#x2026;`PUN HNHPU 0[ KVLZUÂ»[ NL[ HU` LHZPLY [OHU [OH[ :V ÔH[ HYL `V\ ^HP[PUN MVY&

President & CEO, AOPA

*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HÉ&#x2C6;LJ[ `V\Y Ã&#x2026;`PUN NV [V ^^^ HVWH VYN today.

In Flight USA Celebrating 30 Years

May 2014

MUSTANG FEVER

A PATRIOTIC TRIBUTE IN RED, WHITE & BLUE!

Tempus Fugit has the same Merlin engine as the single-seat P-51D. The second cockpit has a full set of controls to enable training to be carried out in this powerful warbird. (Doug Fisher, Warbird Digest via Platinum Fighters)

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n the good company of countless pilots who normally take to the skies on weekends in small aircraft, I’ve often looked enviously at the North American P-51 Mustang. All the clichés are there: fire-breathing fighter, exceptional performance, noisy, and fantastically expensive. But non of that matters. It’s an addiction. Just watch a pilot, any pilot, when a Mustang flies by. Their eyes swivel, they drool over the sound of the Merlin. It’s incurable, and it’s called Mustang Fever. But how does one ever get to fly one of these classic fighters? Well, there are just a few ways: inherit the money, be a film star, own the company, or be lucky. I must admit to being lucky. An opportunity presented itself to fly a two-seat, dual-control Mustang, Tempus Fugit at Reno during Race Week. The paint scheme was distinctive with red nose, yellow-striped wings and a striped red tail, representing the mount of Colonel William Daniel when the aircraft flew with the 31st Fighter Group with the 15th Air Force in Italy during 1944. It also now has race number 23 (temporarily) on the vertical tail. After a hectic week of flying, problems, late-night maintenance and engine runs, my flight was still on, as long as we had daylight. I was to fly this fighter with Mustang pilot, Robbie Patterson, and it was shortly before sunset on the last day of the week-long event. In the rear cockpit, I had a full instrument panel, stick, and throttle, everything I could wish for. The cockpit is very much like the T-34, which I have been flying for years but a tad more complex. I note the extra dials and controls

Race 23 gets airborne at Reno and the gear is just starting to retract. (John Rayner)

We taxi out to the runway. In addition to S-turning to see his clear path ahead, the Mustang pilot has to use differential brakes for directional control, helped by the steerable tailwheel, and has to remember not to use too much power which could tip the Mustang on its nose. He is kept quite busy. (John Rayner) for the coolant system (it goes with a power increase of around 1,250 hp) and an airspeed indicator that is marked up to 700 mph (our dive speed of 505 mph, is more than three times the best dive speed I’ve seen in the T-34). Tempus Fugit is in pristine condition. So what’s it like to be sitting in the back seat of a Mustang? While most of the controls and instruments are familiar, the big throttle, the supercharger and the whole Merlin powerplant are different. With the complication of the liquid cooling, the Merlin engine is more complex. The aircraft handling is different. It’s a big, fast and heavy aircraft by light Continued on Page 12

May 2014

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CALIFORNIA CAN'T REGULATE OVERFLIGHT AOPA SAYS

By Benét J. Wilson (AOPA)

OPA is requesting the immediate withdrawal of an amended draft regulation that would set minimum altitudes for aircraft flying over California State Parks being proposed by the state’s Department of Parks and Recreation. As written, the amended draft regulation conflicts with preemptive federal regulations and would have farreaching effects and implications for general aviation pilots. Under the amended draft, The California Department of Parks and Recreation would prohibit aircraft from flying lower than 2,000 feet agl in wilderness areas or lower than 500 feet agl in cultural preserves or natural preserves. “While AOPA recognizes the state’s mission to conserve and manage the state park system’s cultural and natural preserves, we are concerned with the farreaching effects and implications of this draft regulation on general aviation and the aviation industry,” wrote Melissa McCaffrey, AOPA senior government analyst for air traffic services, in an April

LAS

4 letter to the state. The FAA has sole authority to regulate airspace in the National Airspace System, said McCaffrey. “While the amended version of the most recent draft regulation is slightly different than what was published in 2013, [the California Department of Parks and Recreation] is still proposing to set minimum altitudes which are inconsistent with FAA regulations,” she added. A pilot operating within navigable airspace in the National Airspace System and in full compliance with all federal aviation regulations could be inadvertently in conflict with California Department of Parks and Recreation regulations. “Pilots have a reasonable expectation to be familiar with applicable FARs and the operating parameters established therein,” said McCaffrey. “Allowing multiple agencies to control national airspace would create a patchwork quilt of overlapping and potentially contradictory regulations from federal, state, and local municipalities, ultimately creating insurmountable barriers for pilots.” The FAA, through their flight standards district offices, are fully equipped to handle such issues and assist local gov-

ernments in finding solutions that align with federal regulations, while retaining the appropriate level of public safety expected in any given area. “We encourage [the California Department of Parks and Recreation] to work collaboratively with the FAA to further educate pilots on overflights of sen-

PARKS, sitive areas,” said McCaffrey. AOPA is also willing to help the California Department of Parks and Recreation perform more outreach and education to California’s pilot community on the location of noise-sensitive areas and to “fly friendly” in accordance with FAA recommendations, she added. P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254

Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor ........................................................................................................Toni F. Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen ......................................................................................................................Annamarie Buonocore Staff Contributors..................................................................................................S. Mark Rhodes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Production Editors ..............................................................................Anne Dobbins, Toni Sieling Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Web Design ..................................................................................................................Josh Nadler In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.

Lafferty Aircraft Sales, Inc. 46 Years Experience • Sales • Brokerage • Acquisitions

1978 B60 DUKE

3083 TT, 1396/1396 SMOH, dual Garmin 430, dual GTX-327, FlightMax 750 MFD, C-IV AP/FD, VG's, winglets, intercoolers, unfeathering accumulators, fuel computer.

1999 BEECH B36TC BONANZA

1978 BEECH 58 BARON

2250 TT, 455 SMOH, Garmin 430 IFR, Garmin GMX-200 MFD, GDL-69A data downlink, WX-1000 stormscope, KFC-225 AP/FD/preselect.

5115 TT, 726/121 SFRMN, Collins Microline, KLN-90B GPS, FlightMax EX-500 MFD, radar, KFC-200 AP/FD, boots, alcohol props & windshield, GEM, 406 ELT, 6-place intercom.

1984 TURBO

1979 BEECH A36TC BONANZA

SARATOGA SP

3490 TT, 1277 SMOH, 179 STOP, Collins Microline, Garmin 500 GPS, radar, stormscope, C-IV AP w/yaw damper, Turbo Plus intercooler, Scimitar hot prop, GAMI, VG’s, D’Shannon baffle system.

2669 TT, 971 SMOH, Garmin 530W, roll steering, stormscope, moving map, KFC-150 AP/FD, HSI,PMA 7000M-S w/6-place intercom, GEM, air, intercooler, oxygen.

1983 MOONEY ROCKET 2630 TT, 560 SMOH, 16 STOP, Garmin 750 & 650 GPS/Com/Nav/MFD, PMA-8000T audio panel, KFC-200 AP/FD, fuel computer, speed brakes, oxygen, New Paint & Interior.

1993 COMMANDER 114B 1859 TT, King digital radios, GPS, S-Tec 50 AP, EDM-701 engine monitor, Wilson Slick Start kit.

1983 B36TC BONANZA 1458 TT, 437 SMOH, King digital radios, stormscope, KFC-200 AP/FD/YD, GEM, fuel computer, standby generator, 4-place intercom.

1966 BEECH DEBONAIR 5365 TT, “0” SMOH, Garmin 430W, MX-20 MFD, STec 50 AP/FD w/roll steering, 406 ELT, PM-3000 intercom, PXE-7300 MP3/CD/AM/FM player, windshield & windows replaced 2002.

Telephone: (408) 293-5352 • Web: www.Laffertyair.com • E-mail: sales@Laffertyaircraft.com San Jose International Airport

In Flight USA Celebrating 30 Years

May 2014

Mustang Fever

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(Doug Fisher, Warbird Digest via Platinum Fighters)

Continued from Page 10 plane standards. Stories abound of newMustang pilots coming to grief with the torque roll induced by opening the throttle too quickly on a go-around, or having directional control problems on takeoff or landing. The average pilot requires a lot of training before leaping into the air in the Mustang. Once we establish communications between front and rear seats, I grab my checklist and follow through as Patterson does his pre-start checks. One thing my Air Force training did was instill the absolute necessity to follow the appropriate checklist. I double check: rudder trim, six right and elevator and aileron trim zero. The pilot’s manual makes no concessions. Getting this far involves a number of critical items. Setting the rudder trim incorrectly could lead to a swing on takeoff and a fatal crash. Mustang start procedure is no different in principle to any piston engine aircraft, with the addition of moving the coolant and oil radiator switches to open. Once strapped securely into the back seat, parachute straps and harness prevent any movement. It’s getting quite hot with the sun beating down through the partially-open canopy. “Clear prop.” This gets a thumbs-up from our ground crew. I duck my head as Patterson winds the canopy forward part way and fires up the Merlin. This is followed by a series of loud barks from the engine and a burst of smoke from the open stacks. The huge four-blade prop jerks to life, then blurs into a shimmering disc in the late-afternoon sun. From the backseat it sounds like a huge and very loud tractor chugging away as it idles, even through my helmet. At least the biggest fan in the world is blowing some cool air in my

direction. The tower clears us to taxi out with the call sign of RACE 23. As the Mustang has a tailwheel, it has no forward vision on the ground because of the long engine cowling, obscuring the view in front of the nose. We taxi westbound into the setting sun, so Patterson keeps Sturning to maintain visibility, wary of other traffic, and swings us into the wind at the runup area for Runway 08. He then winds the canopy fully closed, makes sure the brakes are on, brings the stick back and pushes the throttle forward to give 2,300 rpm. He checks manifold pressure, cycles the prop, checks both magneto drops are within limits, and checks the supercharger in high gear. The noise of the Packard-built Merlin engine is quite awesome. It is standard practice to wear earplugs in addition to the noise-canceling headset. With 12 open exhaust stacks pointing straight at you, it is extremely loud! Pre-takeoff checks are complete, and Patterson throttles back to 1,500 rpm, checks that the coolant and oil radiator switches are AUTO, and left tank is selected with boost pump ON. Our flaps are up. Trims are rechecked at rudder six right, elevator and aileron zero. With the exhortation, “Watch your knees,” Patterson verifies we have full and free movement of controls. We hold for landing traffic. I’m anxiously watching the coolant temperature creeping up. Mustangs, with their liquid-cooled engines are notorious for overheating on the ground. A B-25 and a pair of Mustangs fly in from the west in formation, perform an overhead break, then in turn, roar past us for a landing. Finally, we are cleared onto the runway. Continued on Page 13

May 2014

www.inflightusa.com

Mustang Fever 2014 CESSNA CITATION M2 sn: 525-0811, 31 hours TT since new! Garmin G-3000 w/700AFCS. TCAS II, TAWS-A w/windshear, Garmin Surface Watch, Synthetic Vision (SVT), XM Weather, WX-1000E Stormscope, Electric W/S, fwd lowboy cabinet, airstair cabin entry, 1200W inverter. This brand new ‘M2’ is available for immediate inspection and delivery. Make Offer...................CALL

Front and rear cockpits of this dual-control Mustang are practically the same. Engine instruments for the Merlin are on the right-hand side of the panel. The throttle quadrant is on the left hand cockpit wall. (Platinum Fighters) Continued from Page 12 “Race 23 is clear for takeoff.” We line up. Patterson brings the stick back to lock the tailwheel. Throttle forward to 30 inches mp in a crescendo of noise. Full right aileron, right rudder, brake release and the Mustang leaps forward. Stick and rudder pedals are moving significantly to keep the Mustang on the centerline. Engine torque is trying to pull the nose left and force the left wing down. At 50 mph the tail comes up and as the control effectiveness increases, power is further increased to 46 inches, together with the noise level. The Mustang powers off the ground and once the gear is up, Patterson reduces power and clears the field to the north. “Want to fly it?” asks Patterson. “You bet!” I take my stick, wiggle it to confirm I have control and do a couple of gentle turns to left and right. The controls are nicely balanced. It’s not like the hydraulic flight control systems of a jet fighter. This is a classical rod and cable system connecting me directly to the ailerons, elevator and rudder. We head north along Highway 395. We are climbing smoothly at 2,700 rpm, 46 inches MP and 180 mph. Barely a couple of minutes later we are at 8,000 feet, with Pyramid Lake off to our right. I ease the stick forward until we are in level flight, and retrim on the elevator and rudder. It’s time for some real turns, so I check that we are clear to the left, ease the stick left and co-ordinate with the rudder. The Mustang is nicely balanced and I reverse the bank to the right. I steepen the turns, first to 30 degrees and then to 45 degrees of bank. I’m having to work a bit harder as the G comes on, but

Specification of North American P-51D Mustang Wingspan: 37 feet Length: 32 feet 2 inches Height: 13 feet 8 inches Engine: 1 x Rolls-Royce Packard Merlin Two-stage supercharged V-1650 (1490HP) Empty Weight: 7,050 lbs (TF-51 7320lbs) Take off Weight: 9,600 lbs Armament: 6 x 0.5 inch machine guns Crew: 1 (2 for the TF-51) Fuel: 180 gals internal + 2 x 75 gal drop tanks. G limits: +8/-4 Performance: Max speed at sea level 360 mph Service ceiling: 35,000 feet Range: 750 miles the Mustang is rock-steady in the turn. I come back to level flight. In cruise, we are loafing along at 280 mph, engine running at 2,500 rpm and 42 inches mp, while burning a mere 80 gallons per hour (Mustang operation is not for the thin of wallet). Visibility out of the bubble canopy is superb. We are heading north, and I can see Stateline Peak out in front of us. Pyramid Lake is over my right shoulder, and the sun is dropping rapidly towards the mountains to our left. “Let me have it for a minute,” says Patterson, and I relinquish control. He pulls the nose up above the horizon and does an immaculate slow roll. Continued on Page 19

2012 NEXTANT 400XT 3750 TT, 3491 Landings, 680/680TT since New EnginesWilliams FJ44-3AP, 584/584 Cycles, Rockwell Collins Pro Line 21 System, (w/four LCD Adaptive EFIS Displays). The lowest time Nextant 400XT in the fleet!.................CALL FOR PRICE

2007 CESSNA CITATION 680 ‘SOVEREIGN’ 1148 hrs. TT, 843 Landings since New, Honeywell EPIC Series, Airshow 410 w/4 8.4 Screens, Custom Paint & Interior. Complete & Original Logs since new. NDH. Based at FXE. ...................$7.95M

1960 CESSNA 182C 4712 TT, 1380SMOH, 66hrs since New Propeller. NARCO CPM 136 Audio panel, King KX-175B w/VOR, Garmin 250XL GPS/Com w/Moving Map, KR-86 ADF, KT-76A TXP w/Enc. Recent Paint, Interior & Glass ............ ..................................$34,500 obo

2001 SUPER 12 (PA-12) 290 hrs. Since Complete Conversion by Flight Systems, Canada. 290 hrs since Factory New Lycoming 0-360 180 h.p. engine, 290 hrs since new McCauley propeller. Garmin 250XL GPS/com, GTX 327 TXP w/Enc, JPI 700 EGT/CHT, SPI 450 Fuel Totalizer, 3 place I/C, VG’s, Scott tail, Extended Metal baggage, PA-18 Tail, ext ailerons + flaps, Wipaire float fittings w/GW Increase to 1935 lbs. Belly pod w/Extra storage & 16.5 gals fuel. .................................................$99,500

1947 PIPER PA-12 ‘SUPER CRUISER’ Three Place Classic with only 969 hours total time since new! 21 hours since complete airframe restoration. 21 hours since engine overhaul: Lycoming O-290-D2 135 H.P.! NARCO 120 COM, 150 TXP w/Enc, Cleveland W&B. Optional Electrical System. Complete & Original Logs – Including original Test Flight on 1-271947. Fresh annual inspection. An incredible value! .............................$59,500

2005 EVEKTOR SPORTSTAR 308 TT, 308 TT Engine, 308 TT Propeller, KY97A Com, KMD 150 GPS, KT 76A Transponder w/Incoder, 2 Place Panel Mounted Intercom, Vertical Compass-Card, ELT Model AK-450, Koger Sun Shade, Electronic Tachometer, Wheel Fairings, Useful Load 630, NDH, Complete log books since new..................................$79,500

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EXPLORING THE TORREY PINES GLIDERPORT A Review of Images of America: The Torrey Pines Gliderport By Annamarie Buonocore By Gary B. Fogel Published by Arcadia Publishing, Charleston, South Carolina 128 Pages: paperback Price: $21.99

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or those interested in the history of aviation, general U.S. history, vintage photography, or California history, Images of America: The Torrey Pines Gliderport, is a must read. Presented by the renowned Arcadia Publishing series, Images of America, the book is a museum one can visit from the comfort and convenience of his or her favorite reading spot. The attractive book features more than 200 vintage photographs of the Torrey Pines Gliderport in San Diego, Calif. These photographs speak to the spirit and vibrant history of this special gliderport that was once home to many renowned, record-setting pilots. The pictures provide a wealth of visual information about the gliderport as well as the brilliant pilots and early pioneers of aviation who used it as their training and experimenting ground, which led the new frontier in flying and gliding history. The photographs depict Torrey Pines from the 1920s to the late 1960s, covering important points in World War II military history. The black and white photographs are engaging and enjoyable to view. Readers will find themselves studying them for a considerable amount of time, becoming absorbed in the experience as if they are in a time machine, transported back in time. In addition to these dynamic and intriguing photographs, the book includes informative, detailed captions. The author writes passionately and with great clarity, helping readers understand the photos and their significance in history. These captions are short enough to hold the reader’s attention, making the book a page-turner, and are also filled with fun facts about the subject that will further engage the reader’s interest. The records many of the pilots set are exciting and truly amazing. “Paul MacCready enjoyed soaring in the ocean air at Torrey with the canopy purposefully removed. He established an American altitude record in the Orlik II on Dec. 31, 1938, soaring to 29,500 feet over the Sierra Nevada Mountains. John

Robinson eclipsed MacCready’s mark on the very next day, Jan. 1, 1939, with a flight to 33,500 feet in the Zanonia.” Because of the author’s strong writing, one can truly feel the scenery, and reading the book is more than an intellectual experience. The photographs and explanations will change one’s perspective of flying and gliding and may even encourage one to try it. With San Diego’s rich history in aviation, the book is sure to instill a sense of pride in Californian and San Diego readers, as well as help readers from elsewhere to understand California’s significance in aviation history. While the book might seem long, it moves quickly. Like many others in the Arcadia series, it is like a grown-up picture book and includes important visual aids that educate and inform the reader. The author is a notable authority on the subject. He is an experienced glider pilot with a Ph.D. in biology from the University of California, Los Angeles. A resident of Southern California, he is familiar with many local aviation museums, historical societies, and the Soaring Society of America. For more information and to purchase a copy of this important piece of history, visit http://www.arcadiapublishing.com/. Annamarie Buonocore is a writer, editor, and publisher in San Mateo, Calif. She is an associate editor for In Flight USA and manages the book review column. We welcome book review suggestions. Please contact Annamarie Buonocore at 650/358-9908 or buonocore.annamarie123@gmail.com. We look forward to sharing more great book reviews.

May 2014

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Continued from Page 6 always “chat” about perceived indiscretions after you have landed, tied down the airplane and have visited the rest room. 2. Friends in route to a show like to fly together, and impromptu formation flying often results. This is just plain dangerous unless carefully pre-planned, briefed and practiced. Do not play “Blue Angles” unless you are the Blue Angles! If flying in formation, look in the AIM for the correct communication frequency and keep chatter down to a minimum. Do not attempt to arrive at a show as a “flight of five” with only one pilot doing the communication. Unless prearranged with the show officials and coordinated with ATC, this is just too dangerous. Finally, formation flight is no place for a “selfie.” Casual in-flight photography has led to a number of mid-air collisions and loss of control accidents. 3. Attendees must go to the show website and check out show procedures and NOTAMS. Print this information as hard copy (so you can take it with you) and carefully study it before you take off for the event. This writer has actually encountered pilots who are obviously reading the AirVenture NOTAM as they enter the arrival flow at Oshkosh … really! Not just once, but many times! Know what arrival procedures you need to follow before you take off. 4. Study traffic pattern procedures and pattern altitudes before you take off. It is simply wrong to try and remember how your six-year-old grandkid taught you to use your new electronic flight bag on the downwind leg. Electronic gadgets and traffic patterns do not mix. Do not attempt crosswind entries, mid-field entries, up-wind entries or any other such pattern tricks that are not in the AIM. A clean 45-degree entry to the downwind is the standard defined in the AIM. 5. Consider listening to CTAF at shows without ATC support at least 15 minutes prior to making your first call-up or entering the traffic pattern entry. Remember, CTAF is not a tower and cannot actively maintain aircraft separation or give specific arrival or landing instructions. CTAF can, at the most, provide wind and, maybe, runway in use. Keep your own CTAF calls short, plan to say the name of the airport or show at both the beginning and end of every transmission. Refrain from calling CTAF (UNICOM) for taxi or ground related information, as flagmen will typically be used for parking and ground movement. When things get very busy, consider calling the type and color of your airplane, not the “N” number. It is much more meaningful to look for a “red and white Cessna” (or

high wing) than to try to read the “N” number painted on the plane 6. If ATC services are available, they will be using special frequencies, often segregated to accommodate arrivals from different directions. Know which frequency to use. Start listening to the ATC arrival frequency at least 15 minutes before trying to communicate. 7. Anytime you are within 15 minutes of the airport (arrival, departure or just flying around), maintain a quiet, attentive, cockpit. No talking or other activities not directly related to the safe operation of the airplane. No photographs! Use passengers as an extra set of eyes. Passengers should be briefed about the need to remain quite unless they think a safety of flight issue is at hand. The autopilot should be disconnected and any special mode of PFD operation you chose to use with an advanced technology airplane (like a Cirrus) should be selected and left alone until after you are tied down. 8. Consider flying between 80 kts and 100 kts (90 mph to 115 mph) as you head in on the 45-degree entry, or entry defined by the NOTAM. Cubs, Champs and STOL planes may need to power up to maintain these speeds. Complex, highperformance aircraft should think about having the gear down and approach flaps (typically the “first notch’) set as they approach the pattern entry. Do not descend into the pattern, be in level flight. If you feel uncomfortable flying a high performance single at 100 kts, get some dual. The downwind leg is no place to demonstrate STOL or high speed cruise performance. You might need to extend your downwind to accommodate the number of planes in the pattern. Do not allow your plane to drift off the correct downwind heading, in other words, remain parallel to the runway. You have a compass... use it. There may be warbirds or other planes that simply cannot fly at these slower speeds. In all probability, they will be flying a wide pattern, so be sure to anticipate this if you see someone flying outside of your pattern. That plane may need to turn in front of your plane. Give him room. 9. Plan carefully for a go-around in advance of needing it. If executing a goaround, or for that matter, simply departing the airport, consider flying straight out until you are at least one mile from the end of the runway. An early cross wind turn could take you right into the path of arriving airplanes. Remember, with a 60 kt climb speed, that one mile will take a minute. With a 90 kt climb speed you will cover that mile in 40 secContinued on Page 18

May 2014

Contrails

www.inflightusa.com

by Steve Weaver

TRAVEL NOTES

his month I regretfully bid goodbye for a season to a place that has become a winter home for Austin and me. The Cypress RV Park in Morro Bay, Calif., with its bougainvillea-covered walls and friendly people has stolen a bit of my heart and has made me reluctant to leave this year. Through the winter I worked there in my mobile office, each day looking up from my work to see the beautiful Central Coast and the harbor in this charming fishing village. Technology has given me the ability to work from anywhere and I could still be ensconced in the world of aircraft sales while away from the winter that has plagued the East. There are folks who decry the path that technology is taking us, but it has unchained me from a desk in a particular location and I greatly appreciate it. Every journey has an end though, and plans are made to be followed, so on the designated day, I pointed the nose of the Ford eastward at 8 a.m. and began my 3,000 mile drift toward West Virginia. Three weeks and a thousand impressions later I arrived home, and while not keeping a journal, here are some very random thoughts from our journey and a few glimpses of the road we encountered. After a stop in San Luis Obispo to have the brakes checked and the suspension lubed on the fifth wheel, I headed up Route 58 to Bakersfield. Just south of Bakersfield I passed an oil patch and there were literally hundreds of the old-fashioned oil pumps from horizon to horizon. Most of them were motionless, but many were still working with the peculiar motion that resembles a chicken drinking. The first night out we camped at the Bakersfield Walmart. These folks, who might be America’s best marketers, wisely allow overnight stays for RV’s. They get the extra business at their store and it makes a safe and convenient ‘sleep stop’ for folks who are doing serious traveling and just need some hours off the road. I take advantage of this regularly and space my days so that I do about three days “dry camping” and then check into a campground to catch up on chores. At this parking lot I encountered fellow campers in the persons of two ladies of a certain age who appeared delighted to be on the road and who were pulling a small trailer. I was near enough to them that I could hear their animated conversation and laughter and when they left for supper I took a closer look at their rig. I noticed that it said on the side of their trailer in large letters, “Save a horse ride

The road ahead.

(Steve Weaver)

a cowboy!” I assumed that they were with the SPCA, and it gave me a warm feeling to know that such dedicated people were working with the public to help the poor horses. Our second day we drove in intermittent rain all day, the wet highway reflecting a leaden sky, the road ahead climbing like a pewter ribbon to the distant peaks where the clouds rest on the mountains. As someone who has lived so far from the desert, I find it a place of endless fascination. So much earth with so little water, yet life abounds here. Buttes and mesas are words that are strange to Easterners, but they are everywhere here,

the colors a constantly changing pallet of reds and browns. Interstate 70 brought us to the mountains and slowly as we climbed, we drove back into winter. The roads remained clear, but as we moved higher the snow pack grew. I was scheduled to meet my daughter, Stephanie, for a week of skiing in Vail and there the RV went into a park and I joined her at her timeshare for the week that we skied. Austin repaired to a canine motel where, outgoing fellow that he is, he joyously celebrated communal time each day with other Hail Doggy Well Mets. After Vail, Austin and I regrouped at

Mesas and Buttes.

(Steve Weaver)

an RV park in Denver for several days, in no hurry to hit an icy and slippery road. The mile high city had snow and I took advantage of the time to refit and reprovision for the road. I had the truck serviced and took the opportunity to vacuum the detritus of a shedding Labrador from the interior. It seems to me that a successful and satisfactory road trip with an RV is much like a good ocean sail in that housekeeping must be kept up and things must be ship shape in order to really enjoy the experience. After Denver, we drifted down the gentle slope of the plains to the city of Hays, Kans. We stayed in “Camp Walmart” with several other road weary RVers. The day was sunny and the road dry and the miles unrolled beneath us as the high plains gave way to the Great Plains, and at that moment, both Austin and I agree, that life is good. After three days of travel and nights of Continued on Page 18

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Contrails: Travel Notes Continued from Page 17 dry camping I was ready one evening for some downtime in a campground. Dumping tanks, taking on water, doing laundry and serious cooking are all things that can be done on the road, but being in a campground makes these chores much easier. Consulting Woodall’s campground guide, I found Timber Trails Campground, near the wee town of Mulberry Grove, Ill. and I turned the truck off the interstate for about two miles and entered the town.

If the name Mulberry Grove is reminiscent of the name Mayberry, so too is the way the town looks. It is a farming community bisected by the CSX railroad and a giant elevator stands close to the tracks, ready to store and load the millions of bushels of corn that local farmers produce on this rich, flat land. Timber Trails Campground is large and sheltered in a copse of wood with huge farm fields around it. It turns out to be more of a playground for local folks than a campground, though it is a fine

camp ground too. Its principal purpose is to serve as a warm weather get away to about 120 local folks who use it as their weekend retreat. The mood this Saturday night was festive with golf carts driven by kids zipping about and multiple family cookouts going. I suspect the campground sees very few travelers, and it obviously doesn’t need the business. This was the first weekend of the season, the weather was perfect and everyone seemed way happy. When darkness came, campfires danced all through the

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camp, most ringed by groups of very happy campers. On Easter morning, I went online, got the service time at the First Baptist Church of Mulberry Grove and rode my bike the two miles or so into town to attend the service. To say I was welcomed there is a gross understatement. More than a score of folks came by where I sat in my pew and welcomed me. I was popping up and down like a café toaster at breakfast time, to shake hands and even accept a hug or two. After the service started, the first thing on the agenda was… a mass congressional handshake, and it started all over again. Sometimes there are moments in our lives when we have a feeling that we are exactly where we’re supposed to be. This was such a moment.

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onds. Do the math for your plane. 10. This pilot strongly recommends that sightseeing flights (and photography) not be conducted in the traffic pattern. Demo pilots and sightseers might plan to leave the airport area and then return using standard traffic pattern entry procedures. Remember the “15 minute rule” concerning a quiet cabin with minimum nob twisting or gadget demonstrations. Always check with show officials if you have any questions specific to airport operations at any point in time. 11. Finally, make sure you have adequate fuel. Do not arrive or fly in the area of the show with minimum fuel. An extended pattern, the need to circle until traffic lets up or the possibility of a closed runway could cause you to use up what might normally be an acceptable reserve. The preceding are recommendations based upon years of experience. Are they the only considerations in play? Of course not! Nor will they work in all circumstances, but they are a good place to start and have served this writer well. Yes, we have all heard that “hero pilot” describing his daring do as he fought his way through a traffic pattern mess, full of dummies, while heroically defying the odds by arriving safely at some major show. This guy will be waving his arms, gesturing wildly and pumping enough testosterone to lift a 1,000-pound weight. Take pride in the fact that your experience was fun, well executed and completely devoid of anything even resembling heroics. The fact is, that makes you the “hero pilot.”

May 2014

www.inflightusa.com

Mustang Fever Continued from Page 13 “Want to try one?” Sure. I do a roll, repeating the maneuver, not quite so immaculate... Again I reverse course, gaining confidence and pulling to 60 degrees of bank this time in a climbing turn. We soar up into the sky in a majestic arc as I squint into the setting sun. This is a world of difference from the staid T-34 I normally fly. I try to keep the ball in the middle. Power and airspeed changes require a lot of trimming on the elevator and rudder trim wheels, it’s a little bit…different…but good for the soul. I go for a four-point roll. Pull the nose above the horizon to start. Over we go to the left, with wings vertical, halt momentarily, continue to inverted, and our world is momentarily upside-down. Stick left again and we continue the roll, stopping wings vertical to the right, and then back to level flight again. I’m kept busy on the rudder pedals coordinating the maneuver. I find myself grinning. Life is good. But all good things depend on our gas gauges. It’s time to head back to the field. Banking hard left round the hills we start letting down towards the setting sun. I ease the throttle back. Speed is up to 300 mph and as we bend round to the south over the hills, Patterson points out an Extra 300 in a vertical climb – aerobatics at our one o’clock. Squinting against the sun, I convince myself that this is an FW 190 – against a Mustang he would not have a chance – but reluctantly, this time I have to let him go, steer clear and continue southbound. Reno Stead airport comes into view at my 11 o’clock. Patterson calls the tower that Race 23 is five miles out on initial and I reluctantly hand the controls back to him. By now we have our nav lights on and the sky to the east is darkening rapidly as dusk approaches. We bank left, line up with the runway and zoom across the field in a low pass, then soar up until we are on a closein downwind leg. Speed is dropping through 190 mph as we slow on the downwind leg. Below 170 mph the gear is lowered and it gets noisy as the prop goes forward to 2,700 rpm. We curve round onto base with 20 degrees of flaps rolling out on finals and drop the flaps to 50 degrees. A last glance down to see three green lights to confirm the gear is locked down, and the Merlin is popping loudly. Airspeed hovers around 130 mph as we come down finals for a gentle wheel landing. We taxi back, canopy open, Patterson swings the tail round and we shut down. Wow! It would take a lot to beat this

experience. I’d be the last person to claim that on the basis of one backseat ride in a dualcontrol Mustang that I was a Mustang pilot, any more than someone who sits down at a piano for the first time is capable of giving a recital at Carnegie Hall. But having said that… Later that week

heading for the east coast, looking out at the sunrise from my seat on a Delta airliner eastbound from LAX, I’m relaxing with scotch in hand, looking at the Platinum Fighters website, iPad propped on my tray table, with Tempus Fugit on the screen, when the attractive young lady in the seat next to me, noticing the

colorful Mustang says in all innocence, “Are you a Mustang pilot?” “Funny you should ask that,” I’m forced to reply, “ as it happens…” It’s Mustang Fever after all. Many thanks to John and Simon at Platinum Fighters for organizing this

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May 2014

VAZQUEZ NAMED CAPâ&#x20AC;&#x2122;S NEXT NATIONAL COMMANDER Brig. Gen. Joe Vazquez has been selected as Civil Air Patrolâ&#x20AC;&#x2122;s next chief executive officer and national commander by the organizationâ&#x20AC;&#x2122;s Board of Governors, which made the choice April 4, 2014 after interviewing four candidates for the position during a meeting in Washington, D.C. A change of command ceremony with Maj. Gen. Chuck Carr, the current national commander, will be held Aug. 15 during CAPâ&#x20AC;&#x2122;s National Conference in Las Vegas. Vazquez, CAPâ&#x20AC;&#x2122;s national vice commander since August 2011, will serve as the organizationâ&#x20AC;&#x2122;s CEO for the next three years. As CAPâ&#x20AC;&#x2122;s 23rd national commander, Vazquez will lead CAPâ&#x20AC;&#x2122;s 60,000 volunteers across the nation in fulfilling the organizationâ&#x20AC;&#x2122;s three congressionally chartered missions â&#x20AC;&#x201C; emergency services, cadet programs and aerospace education. The national commander is a member of and presides over the CAP Command Council, which consists of the organizationâ&#x20AC;&#x2122;s 52 wing commanders, eight region commanders, national chief of staff, command chief, chief operating officer, commander of CAP-USAF and national vice commander. â&#x20AC;&#x153;The past few years as CAPâ&#x20AC;&#x2122;s vice commander has given me a great appreciation for the outstanding dedication of our members throughout the nation,â&#x20AC;? said Vazquez, who plans to â&#x20AC;&#x153; enhance the value of CAP membership and expand CAP missions with an eye toward new mission development.â&#x20AC;? Vazquez joined CAP as a cadet in 1975. During nearly four decades of service, he has served as commander at every level. Before becoming national vice commander, he served as commander of the Middle East Region commander from 2008-2011, the Virginia Wing from 20012003, the Virginia Wingâ&#x20AC;&#x2122;s Group 4 from 1993-1995, the Maryland Wingâ&#x20AC;&#x2122;s Wicomico Composite Squadron from 1990-1992 and the Georgia Wingâ&#x20AC;&#x2122;s Warner Robins Cadet Squadron from 1976-1978. He also served as vice commander of the Middle East Region from 2003-2007 and the Virginia Wing from 1997-2001. A CAP command pilot with more than 3,400 flying hours, Vazquez is a single and multi-engine commercial pilot. He has participated as a mission pilot on 82 search and rescue or disaster relief, 52 counterdrug, 13 bay patrol and 12 homeland security sorties. In addition, his emergency services experience includes

Brig. Gen. Joe Vazquez of Henrico, Va., will be CAP's 23rd national commander. service as an incident commander for 21 missions. He is also an FAA commercial-rated glider instructor pilot and has given more than 250 cadet glider orientation rides. Vazquez was one of 10 applicants for the position. Candidates were required to be a CAP member in good standing, hold a bachelorâ&#x20AC;&#x2122;s degree from an accredited college or university and have completed Level V of the CAP Professional Development Program. They were also required to have served as a CAP wing commander and successfully completed their term of office. The selection marked the first time in CAPâ&#x20AC;&#x2122;s 72-year history that the organizationâ&#x20AC;&#x2122;s national commander/CEO was chosen by the BoG. The new selection process became official in October 2012 when the BoG approved an updated constitution and bylaws incorporating the organizationâ&#x20AC;&#x2122;s new governance structure. Previously, commanders were elected by a majority vote of the organizationâ&#x20AC;&#x2122;s National Board. â&#x20AC;&#x153;Gen. Vazquezâ&#x20AC;&#x2122;s lifelong commitment to Civil Air Patrol has focused on leadership positions of increased responsibility,â&#x20AC;? said retired U.S. Air Force Maj. Gen. John Speigel, BoG chairman. â&#x20AC;&#x153; As such, he is fully prepared to lead CAP as the new CEO/national commander. The members of the board of governors look forward to working with him as we address the future challenges of CAP.â&#x20AC;? Visit www.gocivilairpatrol.com or www.capvolunteernow.com for more information.

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TRI-PACER VS. WHIRLWIND By Charlie Briggs Aviation buffs read a lot of flying stories from pros who write articles on a regular basis. While often entertaining and informative, hearing from professional pilots sometimes lacks the real world experiences of the hundreds of thousands of aircraft owners and flyers who were never professional pilots, but simply lived with an airplane as a permanent family member. Such is the case with Charlie Briggs, a pilot for more than 65 years, having a career that included ranching, agricultural services and consulting, computer technologies and business concept development. In Flight USA invites readers to join Charlie as he reminisces about flying and life. You will experience a side of aviation that is informative, entertaining and personal. Enjoy.

he â&#x20AC;&#x153;order buyingâ&#x20AC;? business was established early in the 20th century. The then new communications innovations of the telegraph and especially the telephone made it a permanent part of the cattle marketing industry. One day, I received an order from the Young and Cooper Cattle co. of Wichita, Kans. for several hundred feeder cattle. One cattle auction, among several I used, was in Ashland, Kans. In fact, at one time my father had an interest in the operation. I contacted the owner who told me the next auction was on a Saturday, and they had a large consignment of the exact cattle I needed. The little Ashland, Kans. airport was located about a mile away from the auction, which made this an ideal set up for a short trip by air to there and back. Sounds pretty routine right? Wrong! Leaving my, then, home base of Wichita, Kans., I was in good time to make the one-hour-plus flight. The first sign of trouble was right on my nose. It was a very gusty 30 to 40 mile headwind! Pooh. (I wasnâ&#x20AC;&#x2122;t feeling well anyway due to an impromptu evening get together with some friends the night before.) Arriving just in time to get landed and to the auction house, I circled the area and discovered a wheat field, level and inviting, right next to the auction.

Bouncing all over the sky, I maneuvered the Piper Tri-Pacer (tricycle gear) on a path north to south, just adjacent to the auction. This was the upper limit of wind velocity for practical flight â&#x20AC;&#x201C; and landing! No problem with the landing, which was very short due to the wind, about 150 feet. So far, so good â&#x20AC;&#x201C; but then it happened. The Tri-Pacer is like riding a threelegged milk stool. In one direction there is no leg to keep it from tipping over. Well, I waited to make the down wind turnaround to go back to the area where I had picked to tie down, and, as I turned, from behind came a famous Kansas whirlwind. The next thing I knew, I was smack upside down on the ground, hanging from my seat belt and feeling instantly deflated! At this time I had more than 3,000 hours of private plane time. Never had I had any trouble or received any damage from flight operation. This was very deflating indeed. But, I had a duty: Get the cattle bought. Undoing from the plane and opening the rear door, I stepped out, careful not to step on the wing and further damage the family plane. I proceeded to the auction house, determined to do my job, which I did. After some active bidding, I bought several loads, paid for the same and returned to my dilemma. Next thing was â&#x20AC;&#x153;damage controlâ&#x20AC;? on both the plane and me. Personnel from the local airport had already heard about the mishap and came over to help. I made arrangements to tow the plane and repair the upper side of the wings and propeller. This was a very expensive trip. My buying commission was short several thousand dollars of paying the bill. My family was very unimpressed but still supportive. That is â&#x20AC;&#x153;grace.â&#x20AC;? Note: I went on to fly another 6,000 hours plus, in 10 other planes I either owned or leased, and had no problems!

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

The The Trinidad Trinidad Center Center 2007 EVEKTOR

1978 BEECHCRAFT F33A BONANZA

1990 SOCATA TB-20

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16,506 TT, 351 SMOH, 1043 TSPOH, IFR, lots of extras, ex-Lufthansa, great maintenancce, buy it cheap!

2400 SNEW, 0 SMOH, McCauley 3 blade prop., King H S I, KAP 150 Autopilot, BFG 900 Stormscope, Argus 5000 moving map, and tons more plus executive leather interior. Come see this one!

1966 C-172

1978 MOONEY M20J 201

1971 GRUMMAN/AMERICAN GENERAL AA1A

WE FIRST TIME BUYERS! N8201B, 2047TT, 496 SMOH, KNS-80, Engine Monitor, HSI, Nice Paint and Interior.

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1996 PIPER ARCHER III

1966 BEECHCRAFT C33A DEBONAIR

78 BELLANCA 17-30A SUPER VIKING

1699 TT. 1699 SNEW, factory air, leather interior, lots of extras!

3231 TT, 775 SMOH, 305 SPOH, IFR, Color Moving Map, Nice!

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2003 VANS RV-6A

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1969 BEECHCRAFT 36 BONANZA

1941 PORTERFIELD LP-65

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1/2 OWNERSHIP, 500 TT, 200 SMOH, VFR,

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T. J. Neff

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In Flight USA Celebrating 30 Years

May 2014

U.S. AIR FORCE PARACHUTE TEAM “WINGS OF BLUE” JOINS THE TRUCKEE TAHOE AIRSHOW LINEUP Saturday, July 12, 8 a.m. to 5 p.m. at the Truckee Tahoe Airport; “Women in Aviation” Themed Event

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The United States Air Force Parachute Team “Wings of Blue” will mesmerize Truckee Tahoe AirShow attendees with the team’s intricate aerial skills using flags and color filled smoke grenades on July 12 at the Truckee Tahoe Airport. The selection process to confirm “Wings of Blue” at an event is highly competitive. The team’s awe-inspiring and precise performance features jumpers who fly streamers, smoke canisters and carry game balls. A true crowd pleaser is their flying of a massive 800-square-foot American Flag to open high profile events like airshows throughout the world and professional sporting events such as the Rose Bowl, NFL and MLB games. They also open for all Air Force Academy sporting events. In addition, “Wings of Blue” have appeared on the international scene performing in Chile, Japan, Spain and the United Kingdom. “Due to the limited number of military performances at airshows scheduled this year, we are thrilled to present the United States Air Force Parachute Team ‘Wings of Blue’ who represent more than 200,000 active duty airmen serving

around the world,” said Tim LoDolce, chairman, Truckee Tahoe AirShow. “To be chosen by ‘Wings of Blue’ to perform at our airshow is a great honor, as we know the selection process is extremely competitive.” “Keeping with this year’s AirShow theme, ‘Women in Aviation’, ‘Wings of Blue’ has confirmed the participation of numerous females coming as part of its parachute team. They will pilot, co-pilot, narrate and jump,” noted LoDolce. “Their show will certainly be something that this year’s attendees will remember for a long time.” In addition to “Wings of Blue”, the AirShow will feature National Hall of Famer, Patty Wagstaff; Showmanship Award winner and Jelly Belly sponsored Kent Pietsch along with world-renowned performers Dan Buchannan, Jon Melby, the RedStar Formation Team and The OV10 Bronco flying performance. Festival activities will include a Vendor Village, static aircraft displays with pilot docents, a Kids’ Zone and a food and beer garden. More details and newly committed attractions can be found at www.truckeetahoeairshow.com.

FAA KICKS OFF GENERAL AVIATION DATA DEMONSTRATION PROJECT The FAA has announced the start of a one-year project to demonstrate the capabilities of the Aviation Safety Information Analysis and Sharing (ASIAS) program for the general aviation (GA) community. Voluntary data will be collected from GA pilots within 40 nautical miles of Phoenix Sky Harbor International Airport. The FAA and industry are working together through the General Aviation Joint Steering Committee (GAJSC) to use data to identify risk, pinpoint trends through root cause analysis, and develop safety strategies. The demonstration project is the next step towards expanding ASIAS, already successfully used in commercial aviation, to the GA community to help identify safety risks and emerging threats. The project will collect public sector and proprietary data which will be protected. The data will not be accessed or used for FAA enforcement.

The project will also explore potential new voluntary information sources such as digital flight data, pilot safety reports, manufacturer reports, and information voluntary provided from personal electronic devices. Currently, ASIAS has access to 185 commercial aviation data sources including voluntarily provided safety data. ASIAS partners with the Commercial Aviation Safety Team (CAST) to monitor known risk, evaluate the effectiveness of deployed mitigations, and detect emerging hazards. ASIAS has matured to the point that the FAA and industry can now leverage voluntarily provided safety data representing 96 percent of U.S. air carrier commercial operations. More information is available in the Federal Register at www.regulations.gov /#%21documentDetail;D=FAA-20130259-0385

May 2014

www.inflightusa.com

Free NBAA Resources Help Promote Discussions About General Aviation’s Value

ne of the most enjoyable benefits of my position at NBAA is that it allows me to spend time with citizens around the country, and with their elected representatives in local, state and national government. In turn, this allows me to speak with them about the many social, humanitarian, and economic benefits that business aviation provides to cities and localities across the United States – and, in fact, around the globe. When people in our shared aviation community hear what I have to say about the industry’s benefits, they often ask how they can help spread the word. The good news is, NBAA provides a variety of free resources to help. Offered through the No Plane No Gain advocacy campaign, cosponsored by NBAA and the General Aviation Manufacturers Association (GAMA), the educational and promotional materials we have produced reflect general aviation’s many vital contributions. NBAA Members and other aviation stakeholders have recognized that these tools help them encourage discussions with local leaders, elected officials and others in their communities about the industry. As one example, Clayton Stambaugh, manager of Pekin Municipal Airport – John C. Kreigsman Field (C15) in Pekin, IL, recently ordered multiple copies of NBAA's Airport Advocate Guide, Airports Handbook and Business Aviation Fact Book for airport users and visitors to review and take with them. Pekin is a small city, located about 175 miles southwest of Chicago, and the closest commercial airport is a half-hour drive away. Citizens there are sometimes unaware of the importance of the city’s general aviation (GA) airfield to supporting local agricultural businesses, which is precisely why that message needs to be shared. Mr. Stambaugh told NBAA that the association’s advocacy resources helped him engage

with local leaders about the particular value of business aviation at community airports like his, which also led to an invitation for him to speak about the industry at an upcoming Rotary Club luncheon. There are other examples, as well. Runar Gardarsson, aviation director for Seattle, WA-based Weyerhaeuser Co., ordered a copy of NBAA's Business Aviation Fact Book in order to “increase my arsenal when speaking for and supporting business aviation.” William Moore II, an airport manager for Frac Tech Horizons LLC in Abilene, TX, noted that he was “new to airport management and running an aviation department, [and] I need all the help I can get” in promoting his airport and industry. Of course, NBAA also makes extensive use of the advocacy resources we produce. As just one example, NBAA Western Regional Representative Stacy Howard recently distributed copies of NBAA's “Top Ten” booklet to lawmakers at “aviation day” advocacy gatherings during legislative sessions in Arizona and New Mexico. Introduced last year at NBAA’s annual Business Aviation Convention & Exhibition, the “Top Ten” booklet features testimonials about the value of business aviation, from leaders and companies recognized around the world, including FedEx Chairman and CEO Frederick W. Smith, Enterprise Holdings Executive Chairman Andrew C. Taylor, Cox Enterprises President and CEO Jimmy Hayes and others. Howard noted to lawmakers at the advocacy day legislative sessions that the business leaders featured in the booklet manage, “the very kinds of businesses you want to invest in your state.” We each have a responsibility to encourage positive discussions about our industry, and NBAA is happy to make these materials available to assist in that effort. I invite all of you to review the no-cost resources available on NBAA’s web site, to find tools that may help you engage in similar discussions with leaders in your communities. Sincerely,

Ed Bolen President and CEO National Business Aviation Association

D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S.

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Flying solo doesn’t mean you ﬂy alone.

In Flight USA Celebrating 30 Years

May 2014

W h a t’ s U p ! ?

MAY DAY, ACTUALLY EVERYDAY THIS MONTH IS MAY DAY

hen you think about it, you May do anything you want but with that privilege comes the responsibility of doing just that. When you’re a student pilot you need to get permission or approval for almost every flight you are about to take. Someone else has to say okay before you

jump off into the blue stuff. I only mention this because I made a decision last month that if I had asked someone, I would have been told, “Aaaaaaah, Lar, not a good idea.” But I didn’t ask anyone so off I went into a beautiful sun setting sky. During the entire 50-minute flight from SAC to

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PAO I kept asking myself if I should have stayed tied down and found another way home or just stayed where I was. I’ll admit talking to myself isn’t uncommon for me or anyone else my age for that matter. Of course I am now committed to telling you why I’m boring you with this saga, and since I’ve already spent more than 100 words telling this tale, here’s the rest of the story. I had a small boating accident involving me falling off a boat into the murky Sacramento River. It wasn’t a little boat, it was a very big boat, and I fell from the top of the boat onto the dock and not just over the side of a small dingy. The only thing that was dingy was yours truly. Had I fallen into the river getting wet would have been the damage, but the dock was cement and I made a threepoint landing. I did see a few stars and the pain was at least an eight on a scale of one to 10. The boat was just coming in but no one noticed me in my prone position on the dock. and if they did they would have just thought I was taking my nap a little later than usual. Jumping ahead about an hour or so and on the way back to my airplane, I started noticing my legs were not happy with me and the bump on my head hadn’t gone down much – and now to the point of this babble. As I climbed into my airplane I asked myself, “Okay Shapiro, are you okay enough to fly or should you call it a day?” Ya see what I mean? I had to make a grown-up decision since there was no one else to ask. I know what the rules say, but I wasn’t in the mood to read them. So one bottle of water later I made the decision that it was a short flight and one I’ve done for more than 50 years, so, I lit the fire and 40-plus minutes later I was tying down at PAO. In retrospect, I am willing to admit I might not have made the right decision, but a lesson was learned: Don’t fall off of big boats. So! Was there really a lesson learned here? Yep, there sure was, as I was faced with another go or no-go decision just a week or so later. The night before this intended flight the WX was looking somewhat nasty, and leaving a day earlier wasn’t possible to do, so in the very early morning of the intended day the WX didn’t even look good enough to drive in. My friends with more flexibility chose to book a seat on a “crowd killer” and did just that. At O’dark thirty I cranked up the family van and off I went

Larry Shapiro on the first 500 miles of a 1,000-mile trip. To make things worse, I could see the runway at the intended destination airport from my pre-booked hotel, which was done on the premise I would be landing across the street. At the end of the day, I must admit I made the right decision and the only decision that could be made as I had a rigid unchangeable time to arrive. Not that it matters, but the decision saved me about $400 – not having to buy a lot of AV Gas and rent a car. One more thing – being with my best friend made the trip even nicer and I didn’t have to be abused by some of the controllers in SoCal that never seem to like me. Would I do this again? No!

On a more serious note . . . By now some of you know the story about the flying machines that bumped into each other over San Francisco Bay. I don’t want to say much about this, as there can’t be a happy ending, but I know the owner of both of the airplanes involved. How it happened or why it happened could be an all day discussion. I’m going to revisit this story next month. I have my own take on what I think happened, even though I was 336 miles to the south at the time. First my wife looked at me and said, “Your phone is going to start ringing.” I stared at her and said, “Really? And may I ask why you know this?” She responded by telling me that two airplanes ran into each other and one’s in the San Francisco Bay somewhere. I should mention she watches the news on all of her little electronic toys. She knows when this kind of thing occurs it seems like everyone calls me to ask what happened. Since one of the airplanes was a 210 – yes, I fly a 210 – some folks immediately think it must be me since I have the only 210 in the world. My condolences go out to the families.

Hey! How About Some Oldies But Goodies? I need to take a break from the story above and this will help. When my phone rings and the voice on the other end sounds like it’s someone I should call “Sir,” and they speak in terms of 1930 Continued on Page 28

May 2014

www.inflightusa.com

Sun ‘n Fun Wrap-UP

SUN 'N FUN 2014 GRAND CHAMPIONS Congratulations to all the 2014 Sun 'n Fun Aircraft Award Winners Grand Champion Antique 1934 WACO • NS14137 David & Jeanny Allen • Elbert, CO

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Grand Champion Seaplane 1953 Dehavilland/DHC-2 Beaver N450DM • Micael & David Marco Atlantic Beach, FL

1992/2013 Swearengen SX 300 • N42SX John Wilson • Port Orange, FL

Grand Champion Warbird Pst WWII T-34 Beechcraft • N34CY Conrad Yelvington • Daytona, FL

Grand Champion Warbird Grand Champion Homebuilt Plans

F7F Tigercat • NX379AK James Slattery • Colorado Springs, CO

2013 Hatz • NX501P Rick Hansen • Fox Lake, IL

1981 CESSNA 414AW RAM VII

1977 CESSNA 414

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1976 CESSNA 177RG CARDINAL

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1979 PIPER NAVAJO PANTHER

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1979 CESSNA 310R

1980 PIPER PA-28-236 DAKOTA

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In Flight USA Celebrating 30 Years

May 2014

Duel Continues: Arch blasts Bonhomme in Rovinj

Hannes Arch of Austria performs during the finals for the second stage of the Red Bull Air Race World Championship in Rovinj, Croatia on April 13, 2014. (Samo Vidic) Continued from Page 4 just off the shoreline of Rovinj – including one in the Super 8 round that ended the day of Matt Hall of Australia, who finished a disappointing seventh. Canada’s Pete McLeod was fourth after a costly penalty in the finals. Britain`s

Hannes Archof Austria (C), Paul Bonhomme of Great Britain (L) and Yoshihide Muroya of Japan (R) celebrate on the Award Ceremony for the second stage of the Red Bull Air Race World Championship in Rovinj, Croatia on April 13, 2014. (Samo Vidic)

Nigel Lamb got knocked out when his running propeller touched the ground and got damaged at the Race Airport. Results: 1. Hannes Arch (AUT), 2. Paul Bonhomme (GBR), 3. Yoshihide Muroya (JPN), 4. Pete McLeod (CAN), 5. Nicolas Ivanoff (FRA), 6. Martin

Sonka (CZE), 7. Matt Hall (AUS), 8. Nigel Lamb (GBR), 9. Matthias Dolderer (GER) 10. Kirby Chambliss (USA), 11. Peter Besenyei (HUN), 12. Michael Goulian (USA) World Championship Standings: 1. Arch (AUT) 21 points, 2. Bonhomme

(GBR) 21, 3. McLeod (CAN) 12, 4. Muroya (JPN) 7, 5. Hall (AUS) 7, 6. Ivanoff (FRA) 5, 7. Sonka (CZE) 5, 8. Lamb (GBR) 5, 9. Dolderer (GER) 5, 10. Chambliss (USA) 0

join. WOW, there is still hope for me. I suppose you might want to know why he called me, actually if you don’t want to know I’m going to tell you anyway. He wants to put together a trip with some of his friends and fly down to Mexico with me as part of my mentoring program of teaching pilots how to fly safely and easily south of our boarders, and especially down to La Paz. This group presents me with a whole bunch of issues I might not deal with on a regular basis, but for them I’ll move mountains. I’ll need to plan shorter legs, and be aware of available medical support, plus, I really need a sense of humor. I can’t wait! Finally a group I can possibly out run. Okay, now it’s your turn; if you’re a UFO I’d like to hear from you. If you want to become one, they’d like to hear from you. And just to be sure, these words are written with love and respect.

fly over your wedding being held outside minutes away from the airport . . . somehow or another the words “I do” mixed with the sound of those engines just seemed to be okay with the multi-ticketed groom and the many other pilots in attendance. “Film at Eleven.”

Did I miss anything? Oh yes, and I will be doing the smallest airshow I’ve ever done at the amazing Hiller Aviation Museum at SQL. The venue is small, the airplanes are small, my compensation will be small, and the only thing that won’t be small is the fun we are going to have.

Chemistry

A Go Around!

So now I pose this question: What part of buying an airplane does chemistry play – a little, a lot, or not at all? More on this topic next month. But if you have some thoughts about this, I’m listening.

I got the best call of my day yesterday. It was from a 13-year-old-young man that simply asked me this question: “If I buy an airplane from you, will you deliver it to me?” I can’t tell you how much fun I had with him. He had great questions and a really well thought-out plan, plus his parents’ support and permission to call me. You can be sure you’ll be hearing more about him next month. Think about this: first an 89-yearold-young man and then another young man, age 13 . . . isn’t life grand? Until next time . . . That’s Thirty! “Over”

What’s Up Continued from Page 26 and I speak in terms of 1950... well, you get the idea. So this very senior member of the UFOs, (I’ll give you a few lines to figure out what that means) starts off by asking, “Are you the Shapiro that writes for In Flight USA?” First I blush, and then respond with, “If you’re going to sue me then the answer is no. If you have candy or flowers for me, then the answer is yes.” (I’m pausing for the laughter. Okay so don’t laugh, but it was worth a try.) By now I’ve established that he flies a 1965 V-Tail, to be exact, and does his own annuals, plus he has a current medical, and he’s going to be 90 by the time you read this paragraph. I’m not sure how you are reacting to this tidbit, but I think it’s hot and it sure makes my day. Have you figured out what the UFOs are I mentioned earlier? I only know three members of this group and they are amazing no matter which way you look at them. They are the United Flying Octogenarians. Wow, I spelled it right! That means you have to be between 80 and 90 years of age to

Here’s a Trick Question When is the noise of a B-17, a B-24, and a P-51 okay? Answer: When they

On Final I usually make a fuss about May, and with good reason. I have a betrothal anniversary, mothers day, a daughter’s birthday, a son’s birthday, my Air Force anniversary, plus there’s that Cinco de something or other thing when we drink more tequila than we usually do, and I guess my medical being due is somewhat important, too. I sure hope that covers it.

May 2014

www.inflightusa.com

Flying With Faber CRUISING ALONG

THE

DANUBE

By Stuart J. Faber & Norman Sklarewitz Stuart J. Faber and Aunt Bea

or many travelers, cruising the world’s oceans aboard one of those huge, luxury liners or cruise ships remains a primary holiday choice. Last year, cruise lines carried 21.3 million passengers, more than half of whom were from the United States. However, the smaller river cruise vessel is a rapidly emerging alternative to the multi-thousand passenger floating resort. These slimmer vessels accommodate no more than 250 or so passengers, often fewer, and travel relatively short distances along placid waterways. The river cruise vessel is bereft of Las Vegasstyle production shows, shopping malls, rock climbing walls, midnight buffets, gaudy casinos and room service, but they make up for it in terms of a more peaceful, cozy cruise and daily accessibility to shore attractions. The emphasis is to enable the guest to enjoy the scenery, learn the history and immerse themselves in the charm of Europe’s riverfront Old World cities and villages. These cruises provide day-long stops in European and other destinations throughout the world. Instead of changing hotels every few days, you return nightly to the comfort of your stateroom. River cruises are sprouting up all over the world. For example, you can cruise in China on the Yangtze, on the Nile in Egypt, on Brazil’s Amazon and along the Mekong and Ayeyarwaddy in Southeast Asia. As you fly around the U.S., you may also spot excursion riverboats on the Mississippi, Tennessee, Columbia or Snake rivers. To accommodate the growing demand, new cruise companies are entering the market at a steady rate while established ones are adding new vessels to their fleets almost as fast as builders can deliver them. Currently, there are at least a dozen river cruise companies offering itineraries that promise passengers a low key, but totally different “offthe-beaten-path” vacation experience. The largest of these is Viking Cruises. This year, Viking will operate some 1,000 sailings with 25 different itineraries. Mainly they roam Europe on rivers such as the Rhine, Danube, Rhone, Main, Volga, Seine, Moselle, Elbe,

Baroque Church Greets Visitors to Durnstein, Austria.

Cruising down the Danube at Passau. (Courtesy Passau Tourist Association)

Durnstein from the river.

(Courtesy Viking Cruises )

Sunset over Danube Dock. (Courtesy Passau Tourist Association)

Dnieper, Saone, Douro and Dordogne. Additionally, in Asia, they cruise the Yangtze and Irrawaddy. To get a first-hand look at this innovative travel experience, we flew commercially from Los Angeles to Munich, Germany. A representative from the cruise line was waiting for us at the airport. We boarded a comfortable bus for a 90-minute scenic ride to the small German town of Passau, the point of departure for eight-day cruises down the Danube. We stepped aboard the Viking Freya, one of the line’s newer ships. This stately, attractive vessel accommodates 190 passengers. Ahead was an eight-day itinerary that would involve stops at seven towns and cities, the largest of which was Salzburg; Vienna, Austria; and Budapest, Hungary. In between were such small but fascinating towns as Passau, Germany; Linz, Melk and Durnstein, Austria; and Bratislava, capitol of Slovakia. As the boat eased away from the dock and sailed down the Danube, we immediately experienced the feeling of leaving the 21st Century. We embarked on the exploration of towns and villages that had their beginnings in the Middle Ages. Before our eyes were hill-top castles and monasteries, which were built during the time of the Holy Roman Empire. The Hapsburgs, who ruled much of the region for some 700 years, have left as their legacy huge castles and fortresses which still dot the landscape. Although the Danube River cruise involves historic towns and cities, this part of central and eastern Europe continues to experience a modern invasion of radical political and economic changes. In the recent past, the dissolution of the Soviet Union resulted in the independence of a number of countries now open to cruise passengers. The Velvet Revolution freed Czechoslovakia from communism and the Velvet Divorce split that country into to the Czech Republic and Slovakia. More recently emerged the creContinued on Page 30

In Flight USA Celebrating 30 Years

May 2014

Flying With Faber Continued from Page 29 ation of the European Union and the European Monetary Union that created the Euro as a common currency for 18 EU countries - and for many of the river cruise lines as well. Each morning we embarked on an escorted tour, most of which commenced just steps from where we had docked for the day. Instead of sitting on a bus, we strolled along the streets and personally experienced the look and feel of life as it was centuries ago. These towns, built in

Unlike high school, the classroom changed with each step we took. The classroom was also the ship which revealed visual delights that unfolded before us along the shore with each mile it cruised downstream. Rapidly the idea that European cities are crowded and have become totally Americanized was put to rest – at least in this corner of the continent. Along our route, the forests of Austria and Germany were dense. For miles and miles, trees and greenery cov-

the Middle Ages, consisted of narrow and twisting streets paved with rough cobblestones. We followed in the footsteps of these inhabitants. There were hills to climb and navigate to fortresses, churches and monasteries. For those in reasonably good physical shape, this was indeed a fascinating and cardio-enhancing journey back into history. The walking tours can be both exhilarating and pleasantly exhausting We learned the dates and details of ancient battles and royal dynasties.

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ered the hills as they ascended from the river. Miles gently passed by without a sign of human habitation, billboards, or cell phone towers. Ashore, the tiny Old World villages and farms force utter cliché descriptions, but there is no better way to describe the scenery: charming, picturesque and like picture postcards with fields almost manicured in neatness. Each town is distinguished by a small church with distinctive onion shaped domed steeples. The houses, with red or brown tiled roofs and pastel exteriors, are always neat and impeccably maintained. Once the guided portion of the daily morning tours concludes, passengers are free to wander the narrow side streets. Perhaps one might stop at a cafe for coffee and a local pastry treat such as shrudel. Shopping often reveals unique indigenous products, such as intricate Hungarian embroidery or one of those natty Tyrolian hats, complete with a feather in the band. A river cruise is generally divided into two components. One is the experience of wandering through medieval, offthe-beaten-path villages and towns. The other is the enjoyment of the ship itself. In our case, the Viking Freya, named for the Norse goddess of love, is among the newest in the company’s fleet. Similar to the other so-called Longships, our vessel was 442.8 feet long and 44.11 feet wide. The emphasis of the design of these river boats is for comfort, privacy and functionality. Most river boats have three passenger decks, plus the open sun deck topside. Cabins are well laid out with a surprising amount of drawer and closet space. Each unit has a wall safe, hair dryer, several 110-volt outlets as well as European 220-volt outlets. Should you want some passive entertainment, a 40inch television screen offers CNN, BBC, Skynews, a sports channel and a movie channel. Wifi is available without charge throughout the boat, but signal strength can vary according to location and terrain. Unlike large cruise ship lines, Viking, invites passengers to bring aboard wines and other spirits from duty free shops. Corkage fees are never charged. Another convenient technical feature are the QuickVox small radio receivers provided guests to use on land excursions. Tour guides have small transmitters which carry their narrative as they move among the various sights of interest. With the receivers’ ear pieces, each guest can clearly hear the guides, something rarely possible when in a large group out in a noisy street, Continued on Page 31

May 2014

www.inflightusa.com

OODIES AND ADGETS

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.

Bend Metal with Ease! Looking for an easier way to accomplish bending sheet metal? Tired of your homemade bender brake not working? Consider a bench bender brake from Aircraft Tool Supply for an efficient and cost effective method to getting your jobs done correctly.

brake, which comes in three bending length sizes (18 inch, 24 inch, and 36 inch). These convenient problem solvers will bend up to .40-inch (18ga) aluminum sheets to any angle up to 135 degrees. Included with the unit are two “C” clamps to hold down your sheet metal. Make bending metal easy with the ATS bench bender. For more information regarding Aircraft Tool Supply products, visit www.aircraft-tool.com.

Backcountry Tundra Tires for LSA/Experimental Airplanes

Featured here is Aircraft Tool Supply’s bench bender

Desser Tire & Rubber Company has just introduced its new line of ultimate backcountry Tundra tires. The first iteration in a series of new tire releases is the Aero Classic LSA/Experimental 8.50-6 4-ply rating smooth tire.

This tire has essentially the same dimensions as the TSO 850-6 tires that are in use currently but is rated at 4 ply, instead of 6, and has a smooth tread profile, which is designed not to pick up pebbles and rocks and damage the skin of the aircraft, and is highly deflected to absorb larger river rocks and gravel. This new tire incorporates a tube and will be one of the lightest size tires in its class. It has a high speed rating of 120 mph. This tire will easily work on most LSA tailwheel aircraft, using either Cleveland, Grove, or Matco 6-inch wheels and brake packages, and features a generous 5/32-inch plus tread depth for

extended wear. It will also offer tremendous value in a tire of this size, retailing at less than $200 per tire, and is manufactured here in the U.S. The follow up on this tire will be a fully sanctioned FAA/TSO 8.50-6 4pr tire that will be for type certificated aircraft use. Larger, 27-inch and 31-inch Aero Classic tires are to follow in the near future and can be utilized as a tubeless or tube type application. This new tire will be available in mid-summer of 2014 directly from Desser Tire & Rubber Company. For further information, please check the website at www.desser.com or call 800/247-8473 for future availability of these and other new production release tires.

ENROLLMENT IN SPORTY’S COURSE SURPASSES 25,000 YOUNG EAGLES EAA and Sporty’s has announced that the more than 25,000 EAA Young Eagles have now enrolled in the online Sporty’s Learn to Fly course, which is provided free to Young Eagles to help them pursue aviation interests beyond their first flight. The Sporty’s course is part of EAA’s Young Eagles Flight Plan – a five-step program to create a clear pathway to aviation. “We’re delighted that more than 25,000 Young Eagles have now taken advantage of their free access to Sporty's

Learn to Fly Course,” said Sporty’s President/CEO Michael Wolf. “We are proud our course is a key component of the EAA Young Eagles Flight Plan, which may be the most productive aviation youth program ever.” The EAA Flight Plan begins with an introductory airplane ride for Young Eagles (youths ages 8-17) provided by a volunteer EAA pilot in a GA aircraft. From there, participants have access to a free EAA Student Membership, the Sporty’s course, a free first flight lesson at a local flight school of their choice, and

the ability to apply for numerous scholarship opportunities available to support continued flight training until a pilot certificate is obtained. EAA also reimburses Young Eagles for the $150 cost of taking the FAA written exam when they pass. “Sporty’s support has been the key element in developing our Young Eagles Flight Plan program,” said Brian O’Lena, manager of Young Eagles and Youth Pathways. “The Sporty’s Complete Flight Training course offered free online to Young Eagles has produced excellent results, turning Young Eagles into pilots.”

Over the last 21 years, the EAA Young Eagles program has flown more than 1.8 million young people free of charge. Recent research shows that these young people are five times more likely to become pilots than non-Young Eagles. They also already comprise more than seven percent of the nation’s pilot population under age 35, as nearly 20,000 pilots are former Young Eagles participants. Since the joint effort began in April 2009, Sporty’s has donated courses that have a retail value in excess of $5 million.

after-dinner musical programs. For the Taste of Vienna night, an accordionist and guitarist strolled among the diners, and in Budapest a group of folkloric dancers performed. The ship’s crew numbers 50 and represent, almost as many nationalities, but mostly from central and eastern Europe. River cruising can be invigorating, relaxing and to some, physically challenging. The opportunities to learn, or

brush up on history, geography and geopolitics are boundless. Your choices range from shopping, sightseeing, hiking or studying – or just wandering up to the top deck where you can relax and let the boat do the work while you enjoy the passing countryside. A river cruise on one of these comfortable, compact vessels is a travel experience well worth considering.

Flying With Faber Continued from Page 30 Breakfast and lunch are presented buffet style. Certain menu items may be ordered and served. Dinner is at 7:30 p.m. with open seating at tables of 5, 6 and 10. The entire ship’s passenger complement can be served in one sitting. Wine, beer and soft drinks are complimentary with meals. Alternative dining is always available, buffet style. A well-stocked bar is a feature of the lounge. Dinner menu

choices include four entrees including one vegetarian entree plus an appetizer, salad and dessert. Self service refreshment stations are on each deck where hot coffee and tea are available 24 hours. While entertainment is hardly a major pastime aboard river boats, some attractions are offered. The Viking Freya features a pianist who entertains in the lounge, and during the week various groups come aboard to present lively

Sell Your Airplane Fast with an In Flight USA Classified Ad. Turn to Page 56 for details or call (650) 358-9908 to use your Visa/MasterCard

In Flight USA Celebrating 30 Years

May 2014

Green News

SOLAR FLIGHT SUNSEEKER DUO’S FIRST POWERED FLIGHTS Solar Flight has revealed that it has been test flying a new solar powered airplane, Sunseeker Duo. The Duo is the most advanced solar powered airplane in the world and the first that might be suited to production. It is also the first solar powered airplane with a passenger seat. The project is led by husband and wife, Eric and Irena Raymond. The Duo is Solar Flight’s third solar-powered airplane. The first flight was conducted at Solar Flight’s test facility in Voghera, Italy by Eric Raymond on December 17; the anniversary of the Wright Brothers’ first flight at Kitty Hawk. Solar Flight’s mission is to lead the way for the future of sport aviation using the most advanced technologies in the world. Irena says, “We are working very hard to have the airplane tested and ready for passenger flights by this summer. No sight is more captivating than Earth from above. It will be even more beautiful from the cockpit of a solar powered airplane.” The engineering challenges to build solar powered airplanes are formidable. The structure must be incredibly light and aerodynamically efficient to perform well with only the power from integrated solar arrays. Because of the demanding requirements, solar-powered airplanes have mostly been built as engineering

novelties to break records or win prizes rather than with the intent for practical use. The great triumph of the Sunseeker series is to integrate the huge number of conflicting design challenges into high performance, practical sport airplanes. Eric Raymond, who has spent his entire life building and flying airplanes, makes it look deceptively easy. There are three airplanes in the Sunseeker family. Sunseeker I first flew in 1989 and during the summer of 1990 it became the first solar powered airplane to cross the United States. A long series of modifications resulted in a new airplane, Sunseeker II, which was completed in 2006. In 2009, again with the airplane’s designer Eric Raymond in the cockpit, Sunseeker II made a tour of the European continent that included the first solar powered crossing of the Alps. The original airplane has logged more time than the combination of all other solar powered airplanes. Sunseeker Duo is the most advanced airplane to date. It uses all of

the lessons learned during 25 years with the original Sunseeker and implements new materials and new technologies. “The lithium batteries today have seven times more capacity than the nickel cadmium batteries we used in Sunseeker I. When we first sketched the concept for this airplane, we couldn’t imagine solar cells with greater than 20% efficiency. These technologies are a dream come true” said Eric Raymond. Over the past two months, the flying qualities of the airplane as well as the performance of the battery system, motor, propeller, folding hub mechanism, and landing gear retraction systems have been explored. After some instability in pitch was observed during the unpowered test flights, more area and additional solar cells were added to the horizontal stabilizer. Now the airplane is docile with good control authority in the air and on the ground. The performance is better than the previous airplane in every category; operations are easier because the landing gear

and systems are more conventional; and the airplane has enough excess power to carry a passenger and baggage. “Flying a solar-powered airplane really can’t be compared to anything else, it’s totally unique. In sailplanes you are usually stuck under the clouds and in conventional airplanes you have terribly noisy cockpits. In both, you have a sense of urgency about energy that detracts from the experience. In a solar- powered airplane, you fly on top of the clouds. The horizon looks a little different when you’re flying with an unlimited supply of free energy. That’s what I’m most excited about with the new airplane – sharing this experience, it changes you,” stated Eric Lentz-Gauthier, one of the pilots of the original Sunseeker. The Sunseeker Duo has a wingspan of 22 meters, an empty weight of 280 kg and 1,510 solar cells with 23 percent efficiency. The motor has a maximum output of 25kW. The airplane is able to cruise directly on solar power with two people on board and is capable of durations in excess of 12 hours. It uses a battery pack located in the fuselage to store energy harvested from the solar cells, which line its wings and tail surfaces. For more information visit www.solar-flight.com.

POWERING IMAGINATION ANNOUNCES AGREEMENT EMBRY-RIDDLE AERONAUTICAL UNIVERSITY

WITH

Creating an Ambitious Electric Flight Program Embry-Riddle Aeronautical University and Powering Imagination LLC are pleased to announce that they have entered into an agreement to create an electric flight program focused on reducing aircraft emissions and noise through development of electric propulsion systems. In announcing their agreement, Erik Lindbergh, CEO of Powering Imagination and Dr. Richard (Pat) Anderson, Director of the Eagle Flight Research Center at Embry-Riddle, noted that commercial aviation powerplants emit a significant amount of pollutants into the atmosphere, and aircraft noise is an increasing issue around the world that restricts access to airports and inconveniences neighboring communities. Electric and hybrid-electric power systems offer the potential to significantly reduce both noise and emissions, making aviation more sustainable

and opening new possibilities for operations in noise-sensitive areas. Powering Imagination’s Quiet Flight Initiative will be joined with EmbryRiddle’s Green Flight Program to enable development of a test aircraft to be used jointly by their programs to accelerate the growth of the electric flight industry. The students and faculty at the Embry-Riddle Daytona Beach, Florida campus will convert a Diamond HK36 motorglider to electric power. This aircraft will be used for testing in noise-sensitive areas to demonstrate the potential benefits of electric or hybrid-electric propulsion for significantly reducing noise. The aircraft will also be used for testing new components of electric propulsion systems to provide real-world evaluation under flight conditions. This airborne test lab will enable more efficient R&D on elec-

tric power systems by creating an aircraft that can be reconfigured to test new innovations from different companies and development teams. Embry-Riddle and Powering Imagination estimate that the aircraft will make its first flight in the middle of 2015 at the Embry-Riddle campus in Daytona Beach, Florida. “I’m excited about partnering with Embry-Riddle to create technologies and development capabilities which will benefit the entire global electric flight industry,” said Erik Lindbergh, CEO of Powering Imagination. “This aircraft will serve as an investment in the future of sustainable aviation to enable research and development of innovations that will transform the future of flight,” added Eric Bartsch, COO of Powering Imagination. “Our students are thrilled to be able

to apply what we learned in the 2011 NASA Green Flight Challenge and take it to the next level as we collaborate with Powering Imagination,” said Richard (Pat) Anderson, Professor of Aerospace Engineering at Embry-Riddle. Both Powering Imagination and Embry-Riddle are currently raising funding for this multiyear initiative to enable: the purchase of the HK36 airframe, the conversion of the aircraft to electric power, and the operation of the plane for testing methods of reducing emissions and noise. Corporations and individuals interested in supporting this research program and the development of the electric flight industry, are encouraged to contact either Powering Imagination or EmbryRiddle Aeronautical University using the following methods: Continued on Page 36

May 2014

www.inflightusa.com

2014 ABLE FLIGHT SCHOLARSHIPS AWARDED It’s a record setting year for Able Flight with nine new scholarships awarded to date. Six of the recipients will soon begin their training at Purdue University’s Department of Aviation Technology, one has completed a career-training course, and two others are upgrading their pilot certificates. When they arrive at Purdue on May 20th, the Able Flight scholarship recipients will immediately begin flight and ground Jason Gibson training programs leading to a pilot certificate. This year’s class includes wounded veterans Jason Gibson of Ohio who was injured in Afghanistan Chris Sullivan in 2012, losing both legs from the explosion of an IED, and Chris Sullivan of Louisiana who was paralyzed by a sniper’s bullet during service in Iraq in 2005. Also receiving scholarships are Ellen Howards of Massachusetts who was born with a congenital spinal condition which over the Ellen Howards

years has required multiple surgeries now leaving her partially paralyzed, Navy veteran Curtis Stanley who lost his left arm due to an Curtis Stanley accident that occurred while he was in service, Daniel Clayton of Pennsylvania who was paralyzed due to injuries from an auto accident in 2011, and Tim Klemm of Illinois who was paralyzed Daniel Clayton due to an auto accident in 2003. In addition, wounded veterans Ryan Kelly of Texas and Adam Kisielewski of Maryland have been awarded Tim Klemm scholarships to transition to higher-level pilot certificates. And with his Able Flight Career Training Scholarship, Tyrell Rhodes of Illinois recently completed training at Flight Safety International to earn certification as a Corporate Scheduler/Dispatcher. Kelly, Kisielewski and Rhodes are all previous recipients of an Able Flight Scholarship and are licensed pilots. The Able Flight student pilots at

Purdue will be trained by university graduate and undergraduate school instructors. Able Flight’s Charles Stites said, “This will be our fifth year partnering with Purdue to provide an outstanding flight training experience for our students. When they arrive there they’ll discover not only a welcoming and supportive atmosphere, but will quickly begin an intensive and demanding program designed to challenge them every day.” The five-to-six week course also requires relocating three suitablyequipped aircraft to Purdue. For this year’s training, Able Flight has rented adapted Sky Arrow LSAs from Hansen Air Group of Atlanta and Philly Sport Pilot of Philadelphia, and an adapted Flight Design CT from Peak Aviation Center in Colorado Springs, Colo. Said Stites, “We are proud to take the funding received from our donors and sponsors and use that to not only change the lives of our students, but to support these small aviation businesses.”

Able Flight’s Annual Benefit Party For The Scholarship Fund It’ll be the aviation party of the year when Able Flight pilots and friends meet for a night of fun, great food and music at the National WWII Museum Friday, May 30th in New Orleans. Join ten Able Flight pilots and special guest Aviation Hall of Fame member Patty Wagstaff in the Crescent City in support of Able Flight’s scholarship fund. They’ll be honoring a number of wounded veterans who have become pilots through Able Flight, and there will be other special guests announced as the date nears. Dinner is catered by John Besh, renowned New Orleans chef, and music will be by one of the city’s premier party bands. Guests who arrive by private aircraft will be treated to a generous fuel discount with all handling fees waived by party sponsor Landmark Aviation at their beautiful new facility at New Orleans Lakefront Airport (KNEW). And with all expenses for the night paid by Sennheiser Aviation, Embraer and Landmark Aviation, all proceeds from donations for tables or individual seats go to the scholarship fund. To reserve your table or seats, visit Big Time In The Big Easy! at http://ableflight.org/

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

In Flight USA Celebrating 30 Years

May 2014

EAA AirVenture OshKosh Preview

July 28 – August 3

REDBIRD LAUNCHES FLYING CHALLENGE CUP National Fly-off Slated for EAA AirVenture Oshkosh Redbird Flight Simulations announced the Flying Challenge Cup on Tuesday, April 1, at the Sun ‘n Fun International Fly-In and Expo. Pilots and non-pilots are being invited to try three flying-skills scenarios on Redbird simulators - precision landing, steep turns, and lazy eights - honing their abilities and possibly winning a free trip to EAA AirVenture Oshkosh 2014. The Challenge provides an early example of Redbird TRACE technology, making flight training “more engaging, more effective, and more affordable all at once,” said Charlie Gregoire, Redbird vice president of sales and marketing. “This is much more than a flourbombing contest amped up to a global

scale,” he said. “The simulator watches the pilot, measuring, coaching, adapting, scoring, and recording his or her progress.” Redbird has partnered with Bonnier Publications, publisher of Flying Magazine, and 10 other sponsors including EAA to conduct the competition. The top 12 scoring competitors now through July 7 will be invited to EAA AirVenture Oshkosh 2014 where they’ll perform a fly-off for the title, live on the AirVenture Main Stage Wednesday morning, July 30 (time TBD). Each challenge has three parts: a training video with an overview of the skills involved, a training flight where the participant flies the skills challenge with

REGISTRATION OPEN

FOR

guidance from TRACE, and a challenge flight where the same skills are evaluated, but with no assistance. For every attempt, assisted or not, scores are shown onscreen and uploaded to the participant’s account. Participants also receive a coupon at signup, so the first half-hour of simulator time at any school is only $15. The system is designed so individual schools can run local events and contests based on the challenges. Challenge participants can create a profile at www.flyingchallenge.com and receive a PIN, which will allow them to log onto a Redbird simulator at any participating flight school to launch the challenges. The site also includes complete

rules and information for the Challenge. The top 12 sim pilots will receive round-trip tickets to Oshkosh and lodging. Finalists will include one participant from each of the three categories with highest combined scores across all three challenges and one participant from each of the three categories with the highest score in each individual challenge (9).

AIRVENTURE'S WOMEN SOAR YOU SOAR JULY 28-31

Program Helps High School Girls Discover Aviation’s Possibilities Registration is open for EAA’s annual Women Soar You Soar, a program that allows 100 high school-age girls to discover more about aviation and all its possibilities from aviators, engineers, and leaders during EAAAirVenture Oshkosh. Women Soar You Soar’s unique 100-to-25 attendees-to-mentor ratio provides a tremendous opportunity for young women to discover all the possibilities within the world of flight, with the possibility to ask questions of women who are already noteworthy and established in the field. “The close-knit community between girls and the mentors creates a bond dur-

ing Women Soar You Soar that is unlike any similar program within aviation or technology,” said Janine Diana, EAA’s vice president of people and culture. “Add to that the excitement and fun at EAA AirVenture Oshkosh - The World’s Greatest Aviation Celebration - and it creates an unforgettable adventure for young women who are just discovering where they want to go in life.” Activities over the four-day session include flight simulators, workshops, sessions with aviation personalities, and insider access during the AirVenture airshows. Participants have accommodations at the nearby University of

'BIG BAD VOODOO DADDY'

Wisconsin-Oshkosh, which also hosts a career workshop designed for young women who are just beginning to explore career paths. Cost is $75 per participant. More information and registration materials are now available at www.airventure.org/ attractions/women_soar.html. The program also welcomes additional mentors who are women from all walks of the aviation and aerospace community, and want to give back to the next generation. Women Soar You Soar is supported by Embry-Riddle Aeronautical University, Women in Aviation International, The Ninety-Nines Inc.,

SWING

Veterans. This Friday concert has drawn huge crowds in recent years and again will be the highlight of a veteran-focused day. As a modern swing revival band from Southern California, Big Bad Voodoo Daddy’s career boasts successful performances at the 1999 Super Bowl, an appearance in the film Swingers, and numerous television appearances including The Tonight Show and Dancing with the Stars. Some of their noteworthy sin-

International Society of Transport Aircraft Trading, and Jerry and Lori Fussell.

AIRVENTURE 2014

Concert Caps Day Long Salute to Veterans Award-winning swing band Big Bad Voodoo Daddy joins the marquee musical lineup slated for the EAA AirVenture Oshkosh 2014 fly-in as the grand finale of a daylong salute to veterans on Friday, Aug. 1. One of the nation’s most prolific and energetic bands, Big Bad Voodoo Daddy will take to the stage on AirVenture’s main showcase square for an evening performance hosted by EAA Warbirds of America and Disabled American

Women Soar You Soar campers hear from a member of the Misty Blues allwomen skydiving team. (Bonnie Kratz)

gles include “You & Me and the Bottle Makes Three Tonight” and “Go DaddyO.” “Big Bad Voodoo Daddy’s music is the perfect finale to a full day of events that will honor American veterans and active duty personnel at AirVenture 2014,” said Jack Pelton, EAA Chairman of the Board. “The band’s music not only evokes memories of the original swing era, but their enthusiastic following also Continued on Page 36

May 2014

www.inflightusa.com

EAA AirVenture OshKosh Preview

PATTY WAGSTAFF Three-time U.S. aerobatic champion and International Aerospace Hall of Famer Patty Wagstaff will speak at the fifth annual Teachers’ Day event scheduled for Tuesday, July 29, at EAA AirVenture Oshkosh 2014. Sponsored by Build A Plane, Teachers’ Day invites teachers from across the nation to Oshkosh to discover ways to implement aviation into the classroom and motivate kids to learn science, technology engineering, and math (STEM). “We cannot tell you how excited we are to have the first lady of aviation come to our program and share her experiences with teachers from all across the United

July 28 – August 3

ADDRESS AIRVENTURE TEACHERS’ DAY PARTICIPANTS

States,” said Debbie Phillips, Build A Plane executive director. A six-time member of the U.S. Aerobatic Team, Wagstaff is the first woman to become U.S. National Aerobatics champion and has won the crown three times. Her Extra 260 airplane hangs in the Smithsonian Air and Space Museum in the Pioneers of Flight Gallery. Wagstaff, a 2005 inductee into the International Aerobatics Club Hall of Fame, continues to perform at airshows around the world and is scheduled to perform at Oshkosh this year. She also donates her time to numerous charitable causes, including for flight

training pilots in the Kenya Wildlife Service (KWS) in East Africa who protect Kenya’s elephants, rhinoceroses, and other natural resources from poachers. Teachers’ Day participants hear a series of presentations from several aviation organizations, including EAA, AOPA, GAMA, FAA as well as from the National Air & Space Museum, Honeywell, Aviation Explorers, and others. Teachers’ Day is free and open to any teacher who’d like to participate. Participants receive free parking, lunch, and AirVenture admission for the day. Registration is available on the Build A Plane website at www.buildaplane.org

Build A Plane is a non-profit organization that gives kids a chance to build real airplanes in school. It has placed more than 200 GA aircraft into schools across the United States since 2003. For more information on Teachers’ Day or Build A Plane, contact Phillips at 505/980-5915 or info@buildaplane.org

GREAT WAR FLYING MUSEUM TO BRING FOUR REPLICA WWI PLANES TO OSHKOSH Four outstanding replica aircraft from the Great War Flying Museum, of Caledon, Ontario, Canada, will participate in EAA’s World War I aviation centennial activities at EAA AirVenture Oshkosh 2014. The aircraft include the museum’s Sopwith 1-1/2 Strutter, Royal Aircraft Factory S.E.5a, Nieuport 28, and Fokker Dr.I. GWFM’s Kees Van Berkel said the entire crew at the museum is looking forward to July. “We truly appreciate what Oshkosh is and felt it was a must to be there this year,” he said. “Oshkosh is Oshkosh – there is no other. “On behalf of the museum members and the board of directors, we’re thrilled at the honor and privilege of taking part in the World War I aviation centennial. It’s something that you can only do once, so it’s a great opportunity.” The GWFM was founded in 1970 by members of the Brampton Flying Club. The museum’s mission is “to provide the finest local presentation of

World War I aviation history by acquiring, building, maintaining, and flying representations of period aircraft as well as displaying period artifacts for the education, entertainment and benefit of our members and the visiting public.”

Royal Aircraft Factory S.E.5a C-GRJC

Fokker Dr.I - C-GFJK This aircraft was completed and first flew in 1982, with major rebuilds in 1993 and 2005. It’s painted to represent an all-red triplane flown by German pilot Manfred von Richthofen, better known as The Red Baron. Built from the Sands/Redfern plans, the airplane is powered by a 165 hp Warner Super Scarab engine.

Nieuport 28 - C-FEWL This airplane represents the American Air Service with “Hat in the Ring” markings based on serial No. 6159 as flown by American Ace Eddie Rickenbacker and the 94th Aero

HELP PICK PAINT SCHEME Before the "One Week Wonder" project to build a Zenith CH 750 Cruzer during the seven days of EAA AirVenture Oshkosh 2014 even begins, EAA want to know what you think the finished aircraft should look like! Now

Squadron. The airplane was acquired by the museum as an unfinished project, completed in 1995, with a major rebuild in 1996.

GWFM’s full-scale S.E.5a was completed in 1991 and carries the scheme C1904 of Canadian Ace Billy Bishop of the Royal Flying Corps. Built with original RAF plans for wings and external dimensions of fuselage, the aircraft has an adapted Starduster Too steel structure for its fuselage. Originally powered by a Ford V-6 engine, it was replaced with a Ranger 6-440-C5 in 1996 during a major rebuild. Another rebuild took place in 2006.

Sopwith 1-1/2 Strutter - C-FSOP This aircraft was completed in 2004 based on the Replicraft Plans with a mod-

FOR THE

through July 1, you can help select the paint scheme by voting for one of the 10 schemes provided by Scheme Designers. Review the 10 schemes on EAA's Facebook page and vote on your favorite by simply "liking" the photo. You can

Royal Aircraft Factory S.E.5a. (Eric Dumigan/Courtesy EAA) ified steel fuselage. It’s considered a rarity among WWI replicas because of its two-seat fighter/observation configuration. Colors represent those of Canadian Sub-Lt. R.F. Redpath of the Royal Naval Air Service, and power comes from a Continental W670 9A. C-FSOP is popular for film work due to its second seat, significantly increasing its ability to replicate scenes from the war. Further details and schedules of the World War I centennial commemoration activities will be announced as they are finalized. For more information visit eaa.org.

'ONE WEEK WONDER'

also vote in the EAA Forums at www.eaaforums.org. The top three mostliked designs will be displayed in the One Week Wonder tent at EAA AirVenture 2014 where exhibit visitors will cast their votes to select the winner.

Special thanks to Scheme Designers, Inc., for providing these great, eye-catching designs! Visit www.airventure.org/attractions/wonder.html for complete information on the One Week Wonder.

In Flight USA Celebrating 30 Years

May 2014

EAA AirVenture OshKosh Preview

CALLING ALL BREEZYS: HELP HONOR 50TH ANNIVERSARY One of the most universally recognized aircraft to emerge from the EAA homebuilt movement marks its 50th anniversary this year – the RLU-1 Breezy – and EAA is inviting Breezy owners and operators to bring their aircraft to

ONE

AirVenture Oshkosh 2014 where a number of special activities are being planned. The Breezy was designed and constructed in 1964 by EAA members Charley Roloff, Bob Liposky, and Carl

MAN HAS THE POWER

...

“Eddie flies the Stearman like no other Stearman pilot out there. He’s Extreme.” Wayne Handley, Pilot, Winner, Art Scholl Award for Showmanship Explosive Maneuvers in the Commanding Yak-9 “Barbarossa”

After Three Years and a Major Overhaul,

Eddies New P51 “PRIMO BRANCO” Takes Flight

July 28 – August 3

THE

BREEZY’S

Unger. It featured a pair of Piper PA-12 wings and a factory-new Continental C90-8 engine in pusher configuration and seating for two side-by-side passengers aboard the welded 4130 tubing structure. Registered as N59Y, the first Breezy made its initial EAA fly-in appearance the following year at the annual convention in Rockford, Ill., and a tradition was born. Untold thousands of people have experienced the unique thrill of flight in the open-air airplane – including an FAA administrator, Sen. Barry Goldwater, actor Cliff Robertson, the entire Concorde crew, Apollo astronauts – to name a few. N59Y, along with a Carl Unger mannequin, is now proudly displayed in the Homebuilt area of the EAA AirVenture Museum. EAA Founder Paul Poberezny called the Breezy one of the most popular airplanes to ever appear at the fly-in, and credited Carl for getting many people excited about aviation. Through the years, thousands of people have received free Breezy rides from the red-vested Unger. Thousands of plan sets have been sold. Carl Unger passed away in September 2013, and his son, Rob, has continued to make the plans available. Today around 1,000 Breezys in various configurations are flying. Among the special activities in the works: • Special assigned parking will be available for attending Breezys. Carl Unger would routinely park N59Y just beyond the Brown Arch at Oshkosh, Rob said, and plans are being worked out for a special Breezy area in that vicinity.

• See Breezy flybys during the week, and you won’t want to miss a special Breezy formation flight, including a missing man salute for Carl (date and time to be determined). • Initially planned was a special Breezy dinner, but organizers are now planning (appropriately so) to be a part of the annual EAA Homebuilders Dinner Thursday evening, July 30. That night will include a presentation of the first Carl H. Unger Award of Excellence. Before AirVenture, everyone is invited to a pre-departure barbecue just south of Chicago at Bult Field (C56) the day before airplanes depart for Oshkosh. Food, beverages, fuel, and hangars will be available in the event of inclement weather, with nearby lodging and camping available. Those interested in attending are asked to e-mail Rob at rubreezy@ msn.com. The hope is to have as many Breezys fly to Oshkosh as possible for a fitting celebration. Of course, some owners may prefer not to fly their planes to AirVenture even though they’d love to participate. So a ferry service is being organized for Breezy owners to have someone from a pool of highly qualified pilots help fly their plane to Oshkosh. Those who are interested are asked to e-mail Rob at rubreezy@msn.com.

Big Bad Voodoo Daddy

Eddie Andreini Airshows 650-726-2065

Continued on Page 35 bridges generations, just like the activities at Oshkosh.” “The DAV is thrilled to bring our message of service to America’s veterans and their families to this year’s airshow at Oshkosh,” said DAV National Commander Joe Johnston. “Sponsoring such a talented band is our way of thanking the patriotic citizens who attend events like these in their unwavering support of honoring the men and women who served.” The 1.3 million-member Disabled American Veterans, a non-profit organi-

zation founded in 1920 and chartered by the U.S. Congress in 1932, represents this nation’s disabled veterans. It is dedicated to a single purpose: building better lives for our nation’s disabled veterans and their families. The EAA Warbirds of America is a non-profit organization and division of EAA dedicated to the preservation of former military aircraft, better known as “warbirds.” Since 1964, EAA Warbirds of America has worked to “Keep ‘em Flying.”

May 2014

www.inflightusa.com

RECREATIONAL-USE LIABILITY BILL PROGRESSES IN CALIFORNIA

Golden West Regional Fly-in & Airshow 2014

Bill Submitted on Behalf of the Recreational Aviation Foundation

June e 6,, 7,, & 8 • Yubaa Countyy Airportt (MYV),, CA

By Benét J. Wilson, AOPA

ith the introduction of Senate Bill 1072, California becomes the latest state to consider legislation to add aviation to the activities protected under the state’s recreationaluse statute. This bill would include general aviation under a current code that limits a landowner’s liability for recreational use of the property by others. The bill was introduced on Feb. 19 by Sen. Jean Fuller on behalf of the Recreational Aviation Foundation. AOPA Western Pacific Regional Manager John Pfeifer worked with Fuller’s office and the Recreational Aviation Foundation to facilitate introduction of the bill. Specific recreational uses covered under the statute include hang gliding and sport parachuting. “However, it is not clear if general aviation activities are covered, thus causing some airstrip own-

ers to deny access to general aviation aircraft out of fear of liability,” said Pfeifer. “Senate Bill 1072 would clearly define ‘other aviation activities’ as a covered recreational use.” Pfeifer visited the offices of all members of the Senate Judiciary Committee on April 15 in support of the bill in advance of an April 22 hearing. He sent a letter of support to the Senate Judiciary Committee Chair on March 12. Pfeifer also recruited the support of the California Pilots Association and the Association of California Airports who also wrote in support of the bill. Pfeifer testified at the hearing where he was joined by John Kounis of the Recreational Aviation Foundation and representatives from the California Pilots Association and Association of California Airports. The bill passed out of committee on a 7-0 vote, and now moves to the Senate floor.

FAA’S ANNUAL GA SURVEY TO BEGIN SOON Courtesy EAA Staff

he FAA will soon begin the 36th annual General Aviation and Part 135 Activity Survey (GA Survey) for calendar year 2013. The GA Survey is the only source of information on the general aviation fleet, including the number of hours flown and the various ways people use general aviation aircraft. Survey results help determine funding for infrastructure and service needs, assess the impact of regulatory changes, and measure aviation safety. The survey is also used to prepare safety statistics and calculate the rate of accidents among GA aircraft. A sample of aircraft owners or operators will soon receive postcard invitations to participate in the survey, which is administered by Tetra Tech, a third-party research firm conducting the survey on

behalf of the FAA. It is requested that only those who receive a postcard invitation complete the survey, which can be taken online or through a survey form mailed to respondents along with a postage-paid envelope. Those who receive a postcard are urged to respond, even if they did not fly their aircraft during 2013, they sold it, or their plane was damaged. Survey responses are confidential. The information will be used only for statistical purposes and will not be published or released in any form that would reveal an individual participant. A short version of the survey form is available for owners of multiple aircraft. If you receive a post card and you own three or more aircraft, please contact Tetra Tech toll-free at 800/826-1797 or infoaviationsurvey@tetratech.com

Green News: Continued From Page 32 • Powering Imagination - Eric Bartsch ericb@ poweringimag ination .com •Embry-Riddle Aeronautical University-Lyndse Costabile costabil@ erau.edu

For regular updates on: Powering Imagination, Erik Lindbergh, and sustainable aviation; follow: https://www. facebook.com/PoweringImagination For more depth on Powering Imagination projects, go to: www.Powering Imagin ation.com

June 6 Free Friday, Arrivals & Setup

June 7 Airshow Saturday

June 8 Wheels & Wings Sunday, Young Eagles Day, 3rd Annual EAA Chapter Competition

Theme:

Aviation Invasion 70th Anniversary of D-Day The Golden West Airshow Saturday to Include:

k Billl Cornick

Vickyy Benzing

e Andreini Eddie

Dr.. D

Carll Liepold

Craigg Teft

AND MUCH MUCH MORE! Aerobatic c Airshow w • Homebuiltt & Vintage e Aircraftt • Warbirds & Rotorcraftt • Lightt Sportt Aircraftt • Forumss and d Workshops WWIII Re-enacterss • KidQuestt • Food d on n the e Flightlinee Pancakee Breakfastt Each h Dayy • Campground d Sites/RVs n Pilotss and d Passengerss Admitted d FREE E OFF CHARGE!! Fly-In 3rd d Annuall EAA A Chapterss Aircraftt Competition n ….. Watch h forr moree details!!

www.goldenwestflyin.org

In Flight USA Celebrating 30 Years

From Skies to Stars

May 2014

By Ed Downs

LITTLE GREEN MEN?

s a certified star geek (and this writer has a cool t-shirt and membership card in the Planetary Society to prove it), I subscribe to NASA news announcements. Since publishing the January 2013 article about the Orion spacecraft, In Flight USA has been invited to participate in several NASA teleconferences regarding new discoveries. On April 15, a NASA press release was received regarding an upcoming announcement of significant importance, the nature of which was being held confidential until April 17. Regarding the Kepler Space Telescope, it was noted that NASA scientists representing Astrophysics, Exoplanet Exploration, the SETI Institute (Search for Extraterrestrial Intelligence), Environmental Research, the Virtual Planetary Laboratory and Astrobiology would attend the conference. To many, this may seem to be just a listing of impressive scientific skills, but to star geeks; it means new planets with the potential of “little green men.” Okay, maybe the “little green men” are a bit much (besides, they are not green), but the potential of this announcement was no less exciting. This writer

was able to join scientific publications from around the word in a two way conversation about a long sought discovery. The conference, well organized and chaired in a very professional manner, allowed pre-registered participants to ask question, and seek clarification. To be sure, this is an example of NASA professionalism at its best. Using NASA's Kepler Space Telescope, astronomers have discovered the first Earth-size planet orbiting a star in the “habitable zone” – the range of distance from a star where liquid water might pool on the surface of an orbiting planet. The discovery of Kepler-186f confirms that a planet the size of Earth exists in the habitable zone of stars other than our sun. While planets have previously been found in the habitable zone, they are all at least 40 percent larger in size than Earth and understanding their makeup is challenging. Kepler-186f is more reminiscent of Earth. Although the size of Kepler186f is known, its mass and composition are not. Previous research, however, suggests that a planet the size of Kepler-186f

is likely to be rocky. Future NASA missions, like the Transiting Exoplanet Survey Satellite and the James Webb Space Telescope, will discover additional rocky exoplanets and have the ability to determine their composition and atmospheric conditions, continuing the quest to find truly Earth-like worlds. “We know of just one planet where life exists – Earth. When we search for life outside our solar system, we focus on finding planets with characteristics that mimic that of Earth,” said Elisa Quintana, research scientist at the SETI Institute at NASA's Ames Research Center in Moffett Field, Calif. Kepler-186f resides in the Kepler186 system, about 500 light-years from Earth in the constellation Cygnus. The system is also home to four companion planets, which orbit a star half the size and mass of our sun. The star is classified as an M dwarf (or red dwarf), the most numerous stars in our galaxy. Kepler-186f orbits its star once every 130-days and receives one-third the energy from its star that Earth gets from the sun, placing it nearer to the outer edge of the habitable zone.

On the surface of Kepler-186f, the brightness of its star at high noon is only as bright as our sun appears to us about an hour before sunset. “Being in the habitable zone does not mean we know this planet is habitable. The temperature on the planet is strongly dependent on what kind of atmosphere the planet has,” said Thomas Barclay, research scientist at the Bay Area Environmental Research Institute at Ames. “Kepler-186f can be thought of as an Earth-cousin rather than an Earth-twin, but it may have many properties that resemble Earth.” The Kepler space Telescope was launched in 2009 with a planned fouryear mission to search for planets by observing the slight variance in the brightness of a star as a planet passes in front of it. Once a “candidate planet” is located, other techniques are used to confirm its existence and asses its size, mass and atmospheric potential. To date, more than 3,800 planet candidates have been discovered and nearly 1,000 have been confirmed. In answer to a questioned posed by Continued on Page 43

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May 2014

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AIR FORCE SECRETARY REPORTS ON TOTAL FORCE BALANCE

Foster Flight INTRODUCES “SPARK ON”!

By Amaani Lyle American Forces Press Service Published April 30, 2014

ir Force Secretary Deborah Lee James outlined April 30 the service’s progress in leveraging the talent and capabilities of the Air National Guard and the Air Force Reserve within the total force concept. James, along with Air Force Chief of Staff, Gen. Mark A. Welsh III, testified at a Senate Armed Services Committee hearing. “A tiger team of three generals from each reserve component conducted a comprehensive review of mission requirements, recommended ideas for improving collaboration and sought avenues to balance total force capabilities,” James told the senators. “We laid in force structure changes to take advantage of the Guard and Reserve’s strength,” James said. “For example, in the area of (intelligence, surveillance and reconnaissance), we’ve increased reserve components’ presence in the MQ-1 (Predator) and (MQ-9 Reaper) fleets of remotely piloted aircraft, so we’re going from 17 percent to 24 percent representation in that arena.” In the cyber arena, James said, three new Air Force Reserve units will reflect an increase in that capability in fiscal year 2016. Meanwhile, James said the Air Force will decrease its active component endstrength by 17 percent while decreasing the Air Force Reserve and Air National Guard end-strength by 3 percent and 0.4 percent, respectively, by fiscal 2015. “In the future, we hope to garner enough savings by moving capability and capacity to the reserve component so that future end-strength cuts may not be necessary,” she said. The secretary also reported better projection and budgeting of Guard and Reserve man-day use with a 70-percent increase in planned man-years over the next two years. James told the senators that Air Force leaders agree with 86 percent of the suggestions put forth by the National Commission on the Structure of the Air Force, established by Congress as part of the fiscal 2013 defense spending bill. However, she added, they differ with the commission’s recommendation that Air Force Reserve Command be disestablished. “We’re all for integration, and of course, that is the basis of that recommendation,” James said. “But we feel ... in fiscal year 2015, we don’t have a good

National Commission on Air Force Structure SASC Hearing. alternative way to manage and provide for ... 70,000 members of the Air Force Reserve, so we would disagree with that proposition, at least for (fiscal 2015).” James reported that the Total Force Continuum, another group of generals, will lead the charge for myriad initiatives, one being facilitating an Airman’s ability to serve in the active force, the Air National Guard and the Air Force Reserve in the course of a career. To facilitate a new total force personnel and pay system in support of the continuum of service, the secretary said, the Air Force has integrated force support squadrons at Peterson Air Force Base, Colo.; March Air Reserve Base, Calif.; and Pease Air National Guard Base, N.H. “One unit is essentially serving all of the three different components in the geographic area with respect to personnel systems,” she explained. James noted an uptick in shared active and reserve-component squadrons, or Air Force associations, from 102 to 124, a 22 percent increase in recent years. “It’s a form of integration, and we’re kicking it up a notch and doing more of these in the future,” she said. To retain talent across the total force, the secretary said, the Air Force has reduced the active-duty service commitment payback in the Palace Chase Service Commitment Waiver Program from three reserve years for every year of active commitment down to one. Palace Chase is the name of the Air Force program in which an active-duty Airman transfers to the reserve component. The program also expanded to include rated officers, James said. “Bottom line there is we’re making it easier and more attractive to people to enter the Guard and Reserve,” she added. James also reported seeking authority from the Defense Department to implement aviator retention pay to traditional reservists. “As an aviator leaves active duty (for) the Guard and Reserve, I want to be able to (offer) that incentive pay,” she said.

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In Flight USA Celebrating 30 Years

May 2014

GLASAIR AVIATION INTRODUCES THE MERLIN LSA AND SPORTSMAN DIESEL Glasair Aviation has announced it would be adding two new aircraft to its product line: the Merlin LSA and the Sportsman Diesel. The company was purchased by the Jilin Hanxing Group in 2012, prompting a phase of renewed innovation at the mid-sized aviation manufacturer. Merlin represents Glasair’s first foray into the world of light sport aircraft, a quickly growing segment of the general aviation population. The SLSA will be the company’s first certified aircraft. “Our goal was to design an LSA with exceptional flying characteristics, great visibility, aesthetically pleasing lines and easy access,” Chuck Hautamaki, Merlin’s chief engineer, said. Merlin offers a simple luxury uncommon in many other light sport aircraft. Designed and built with the same quality and care as the other Glasair models, Merlin will provide pilots with a high-quality option in this market seg-

CHINO AIRCRAFT SALES

An artist rendering of the new Merlin LSA. (Glasair Aviation)

The spacious interior of the new Merlin LSA.. (Glasair Aviation)

ment. “The Merlin LSA fits perfectly into our product line, rounding out a rich history of successful product launches that started in 1980 with the revolutionary Glasair,” Ted Setzer, one of Glasair’s founders, said. The company’s second product announcement was a diesel engine option for their Sportsman, which will provide

pilots with a proven engine alternative to current Avgas powerplants. The Sportsman Diesel will come equipped with a Centurion 2.0s diesel engine, a Hartzell Bantam three-blade propeller and VFR glass panel avionics. With this offering, Glasair is answering the demand for diesel, especially as Avgas prices continue to rise. “We are extremely excited about

1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.

1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.

1978 SENECA II 1700 SMOH, full de-ice, Garmin 420, 4400 TT. $79,500.

1961 F33 DEBONAIR, 260 HP, 104 gal., D’Shannon mods. Slope W/S, new paint, $52,500.

PIPER ARROW, 1720 SMOH, NDH, IFR, all records, new strip/paint, 3 blade prop, $42,500.

1978 SENECA II, Narco, Cent. III AP, 12 SMOH L/R, new glass new P&I & annual. $139,500 OBO.

1973 ARROW, 200HP, IFR, loaded, A/C, $54,500.

1961 Nice AZTEC, here and ready to go.Good trainer/time builder. $39,500.

1969 C150, square tail, 358 SMOH, $16,950.

At Chino Airport Southern California’s High Volume, Low Priced Aircraft Dealer! Best Buys Available Anywhere! Largest Selection of “In-Stock” Inventory in the West!

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INVESTMENT OPPORTUNITY high interest paid 90 day deals secured with clear aircraft titles

1981 152, 1150 SMOH, new paitn & interior. New annual. $29,500. 1977 C172, 1450 SMOH, late paint, IFR. $37,500. 1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.

1961 COMANCHE 250/260, fueld injected, 1310 SMOH, 4400 TT, no AD on propeller, tail SB complied with, NDH. $49,500 must sell! 1962 FORTUNE 500 G-18 hi-cabin tail dragger, 350/350 SMOH, new int., Custom paint. King IFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.

1973 TURBO AZTEC, 1150 SMOH, fresh annual, MX20, Garmin 430 SL3, STEC 55, AP, $84,500 1967 680V TURBINE COMMANCDER $149,500. Will finance. 1977 LEAR 24, 2500 hrs to TBO, all records RVSM, LR fuel, Part 135 air ambulance.

1977 C172, 180HP , IFR, 700 SMOH, $57,500.

1976 BEECH DUKE, low time, new P&I, Garmin 530/430, STEC AP, loaded. $189,500.

1978 C172N, 5320 TT, 3 SMOH, IFR, P-mod engine, will finance, trades OK. $49,500

1968 CESSNA 310N, 100 hrs. Colemill conversion. Best offer/trade.

FOUGA MAGISTER, nice, custom Blue Angels paint job, mid time engine. Show ready $39,500 OBO. Will trade.

1979 C172N, 8270 TT, 0 SMOH, $56,000. New Paint. New annual, low down, will finance.

1973 C340, 950 SMOH recent P&I, Air/boots. 800 SMOH, RAM II engines, Low down, $149,500.

Look us up at www.chinoaircraft.com E-mail Bob@chinoaircraft.com

1981 C172P, 1000 SMOH, new paint, IFR. $52,500

1969 C401, STEC55 AP, new leather, call for details. Low engines. $129,500.

SHORT TERM INVESTMENT OPPORTUNITY. HIGH INTEREST SECURED BY CLEAR TITLED AIRCRAFT.

1961 C175, 700 SMOH, new annual, $34,500.

1977 C402, 700/700 SMOH, spar mod done IFR.

SPECIAL FINANCING – big down/minimum credit on learn to fly aircraft. 150s & 172s available.

2002 CIRRUS SR22, 500 SNEW, dual Garmin 430, EMAX, CMAX, Dual EX5000. $165,000

1968 C421, 350/350 SMOH, available new annual. $99,500.

1979 TOMAHAWK, in license $17,500 OBO.

1973 C421B, 125/125, new annual, good boots, new fuel cells, mid time engines, rec. leather, vortex generators, air, King Silver Crown, HSI, ice, AP. Lease 1 yr min w/pilot. 179,500 sale.

WE RENT TWINS CHEAP!

1979 TOMAHAWK, 1310 SMOH, low price, offer.

1956 CESSNA 310 - $80/hr.

1961 COMANCHE 180, 0 SMOH,IFR, AP, $54,500. 1974 C421B, 300/1100 SMOH, loaded. $165,000.

1960 CESSNA 310 - $100/hr. CESSNA 340 - $250/dry

offering the diesel for Sportsman customers,” Glasair President Nigel Mott said. “This is a major step for Glasair Aviation and we believe the market will readily embrace it. It will also open up new markets around the world where diesel is the only fuel available.” Both new planes were debuted at the 40th Annual Sun ‘n Fun International Fly-In & Expo, in April in Lakeland, Fla. Glasair Aviation is now accepting deposits for the Merlin and Sportsman Diesel. The first planes are scheduled to be delivered this fall. Glasair Aviation USA, LLC was founded in 1979 (as Stoddard-Hamilton Aircraft) and has been a world leader in kit-plane manufacturing for 35 years. For pricing and order information, contact sale@glasairaviation.com or call 360/435-8533.

1975 WARRIOR,680 SMOH, IFR, $37,500. 1967 TWIN COMANCHE, 300 SMOH, 69,500.

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May 2014

EAA.ORG HAS NEW LOOK, EASIER NAVIGATION EAA has launched its newly restructured flagship website, www.EAA.org, bringing together its family of websites under a single banner, with faster, stateof-the-art navigation, integration with mobile devices, and a bold new look. “EAA’s main website has served us very well for nearly a decade, but EAA members and other aviation enthusiasts require digital and web services that meet today’s technology,” said Rick Larsen, EAA’s vice president of marketing. “This new EAA.org brings together nearly all of our diverse websites and gives members what they’re looking for from their organization. The site also reflects the passion of EAA members and others who enjoy the freedom of flight.” The new website, developed by EAA’s digital media and information technology teams in a partnership with Hanson Dodge Creative of Milwaukee, provides easy access to all content formerly on the EAA, AirVenture, EAA AirVenture Museum, and Shop EAA websites. Almost all previous web address and bookmarks will connect you with your favorite web pages, but content

www.inflightusa.com

is easier to find through the menus at the top of each page. In addition, EAA members will be able to manage their own member information more efficiently through a single login account (all members are asked to create a new username and password to replace their former Oshkosh365 and Shop EAA login information). Only the EAA Forums and EAA Video areas will remain as separate websites at this time. “This updated website reflects in the input we’ve had from EAA members and others over the past several years,” Larsen said. “Our team’s goal was to eliminate the many ‘add-on’ websites that had emerged over the past decade and create easy-to-access information that was available on the variety of devices our members now use.” While most of the work for the new EAA.org site is complete, it remains a work in progress. New features will be added in coming months. Users are also invited to add their ideas and suggestions through the Contact Us feature. For more, visit eaa.org

FAA ANNOUNCES FIRST UAS TEST SITE OPERATIONAL

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North Dakota Department of Commerce Ready to Start Testing The U.S. Department of Transportation’s Federal Aviation Administration (FAA) has announced that the first of six test sites chosen to perform unmanned aircraft systems (UAS) research is operational more than twoand-a -half months ahead of the deadline specified for the program by Congress. The FAA granted the North Dakota Department of Commerce team a Certificate of Waiver or Authorization (COA) to begin using a Draganflyer X4ES small UAS at its Northern Plains Unmanned Aircraft Systems Test Site. The COA is effective for two years. The team plans to begin flight operations during the week of May 5. “North Dakota has really taken the lead in supporting the growing unmanned aircraft industry,” said Transportation Secretary Anthony Foxx. “We look forward to the contributions they and the other test sites will make toward our efforts to ensure the safe and efficient integration of UAS into our nation’s skies.” The main goal of this site’s initial

operations is to show that UAS can check soil quality and the status of crops in support of North Dakota State University/ Extension Service precision agriculture research studies. Precision agriculture is one of many industries that represent areas for significant economic opportunity and UAS-industry expansion. While supporting the precision agriculture project, the Northern Plains Unmanned Aircraft Systems Test Site also will collect safety-related operational data needed for UAS airspace integration. The information will help the FAA analyze current processes for establishing small UAS airworthiness and system maturity. Maintenance data collected during site operations will support a prototype database for UAS maintenance and repair. “These data will lay the groundwork for reducing risks and ensuring continued safe operations of UAS,” said FAA Administrator Michael Huerta, who was in North Dakota to announce the news. “We believe the test site programs will be Continued on Page 43

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In Flight USA Celebrating 30 Years

May 2014

It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.

THREE IMPORTANT ASPECTS OF CRM: COMMUNICATION, COMMUNICATION, AND COMMUNICATION

ASA sponsored the first workshop on the topic of Cockpit (later “Crew”) Resource Management (CRM) in 1979. That workshop was a direct outgrowth of research begun in the mid-seventies at the NASA Ames Research Center. This work was aimed at addressing some of the problems underlying several accidents (notably the 1972 L-1011 Everglades accident and the B737 that crashed in the same year attempting a go-around at Chicago’s Midway Airport). One of the early observations of this research was that many of these problems seemed to be related to decision-making, crew coordination, leadership, and communications skills. In 1986, NASA Ames convened a workshop to review the progress made in CRM and to explore methods of improving training that stressed coordinated crew performance. In the ongoing evolution of CRM, current training acknowledges that human error cannot be totally eliminated. Therefore, CRM now focuses on threat and error management and the development of countermeasures, which are centered on error avoidance, trapping errors before they are committed, and mitigating error consequences. This threat and error management approach relies on a non-punitive safety culture in which errors are examined in the light of “lessons learned” in order to facilitate better training. While the ASRS CALLBACK newsletter regularly provides such lessons in all aspects of aviation, this month’s issue focuses on communication, one of the many elements of effective Crew Resource Management.

A Sea Level State of Mind Citing the fact that they were not used to operating over high terrain, these B200 Pilots were not fully aware of their altitude above ground until it “appeared” to the Captain that “we were getting

extremely low.” A serious lack of communication, highlighted by the Co-Pilot’s unannounced change to the altitude preselect, could have made a bad situation much worse. • We were being vectored and were descending to 7,000 feet on the right downwind to Runway 16. The assigned altitude (7,000) was set in the altitude preselect by my captain-qualified copilot…and was automatically armed for capture. It was a clear night and we reported the runway in sight. Shortly thereafter we were given a 90-degree turn to the base leg and cleared for the approach. This heading would put us just outside the Final Approach Fix. The autopilot was engaged and I was using Heading mode while still descending. Because I was unfamiliar with the airport and terrain, my intent was to join the final outside the Final Approach Fix and allow the autopilot to capture the glideslope intercept altitude. I would then capture the glideslope and track it down like a normal ILS. While looking outside at the runway, it appeared that we were getting extremely low as I was turning base to final. There were no lights below us; it was just black. I disengaged the autopilot, added power and leveled the aircraft until we were on the glideslope. The remainder of the approach and landing was uneventful. After recognition of the condition we did get the automated “glideslope” warning. We did not reach the parameters to get a “terrain” warning. There was no altitude alert from ATC. I discovered that prior to the autopilot capturing 7,000 feet, the co-pilot had changed the preselector to 5,000 feet. The airport elevation was ~5,400 feet and the touchdown zone elevation was ~5,300 feet. There was no communication from him about the change in the altitude preselector. In our operation the Non-Flying Pilot controls the altitude preselector but is supposed to call changes to the Flying Pilot who should verbally acknowledge the change. This did not happen in this

case. The altitude selected should be that assigned by ATC or called for by the Pilot Flying. We normally fly on the East Coast at elevations near sea level. This was a factor in the delayed recognition of the low altitude condition on my part. Subconsciously 7,000 or even 5,000 feet didn’t ring a bell as being low to me. I am a former airline pilot and most of my training and operations involved extensive CRM. My co-pilot…has strictly a general aviation background and appears to have never had much CRM training and practice. These different backgrounds sometimes conflict. He is not receptive to debriefing after a flight and examining what went wrong and how to prevent such occurrences in the future…. Since the co-pilot was apparently short on “CRM training and practice,” perhaps more extensive briefings by the Captain would have provided an opportunity for CRM “OJT” and improved the teamwork on this flight.

“The Co-Pilot Went Silent” In addition to the basic function of transferring information, good communication helps the crew develop a shared mental model of the operational procedures to be utilized during the flight. It also enhances situational awareness and enables individual crew members to contribute effectively to the decision-making process. In the following report, a lack of communication between the Pilots of a CL300 led to an off altitude alert, a TCAS TA, and a Tower warning to descend. It also left the Captain wondering why the aircraft was climbing in the first place. • Approach gave us the following instructions, “Heading 090 to intercept the ILS Runway 06 localizer; cleared approach; maintain 2,000 feet until established; cross [Fix] at 1,500 feet.” [I] read back the clearance to Approach, set 1,500 feet in the altitude alerter, and stated “[Fix] at 1,500 feet” to the Co-

Pilot. Previously we had briefed that [Fix] was a “Mandatory” altitude. The co-pilot intercepted the localizer at 2,000 feet and I then became immersed in the checklist. Approach handed us off to Tower and during the switchover two things happened. First we got a 300-foot Altitude alert followed by a TA. This was followed by Tower warning us to stop climbing immediately and descend. I was stunned for a minute because I expected us to be descending when, in fact, we had climbed almost 500 feet. I saw that we were at 2,500 feet before the co-pilot began to descend. I think that we had a communication failure of epic proportions…. I know that the co-pilot either did not understand the importance of the 1,500-foot restriction or felt that I communicated something else. What happened is just as much my fault as the flying pilot’s fault. Contributing to the problem is an inexperienced co-pilot who didn’t think to disengage the autopilot and hand fly the airplane if the automation isn’t working as planned…. It is easy to take things like the crossing restriction for granted when a pilot has been in and out of [this airport] many times. Maybe I did not emphasize it enough? The debrief with the co-pilot was very disappointing…. Communication in the cockpit is vital and without it there cannot be the teamwork that leads to a truly safe environment for flight. The copilot went silent and I can’t tell why and that is a bad situation. The Captain makes salient observations about the need to establish good communication and about the role of teamwork in flight safety. For operational reasons, many crew members form part of a new team on every flight, so it is important that the culture of their operation encourages the type of communication that allows teamwork to flourish.

May 2014

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Residents of a river village gather to see the MAF floatplane. Mission Aviation Fellowship (MAF) is one of 15 nonprofit organizations named as finalists in Lightspeed Aviation Foundation’s Pilot’s Choice Awards. The charities are competing for grants based on the number of online votes each receives. Aviation enthusiasts are encouraged to vote at www.lightspeedaviationfoundation.org. “We are honored to be a Lightspeed grant finalist for the fifth year in a row,”

(Tom Bolser)

said John Boyd, MAF president and CEO. “This is an exciting opportunity for MAF, and we are grateful to the Lightspeed Aviation Foundation for its ongoing support of those who use aviation to do good.” The 15 finalists were chosen from hundreds nominated. The charities receiving the most votes will be awarded grants ranging from $10,000 to $2,000. Continued on Page 44

From Skies to Stars Continued from Page 38 this writer, the discovery of Kepler186f was made by taking another look at early Kepler observations. Kepler is basically “staring” at only a tiny fraction of the stars in our galaxy, patently waiting for variations in star brightness. When the data from this tiny sample is extrapolated into the total estimated number of stars in the Milky Way Galaxy, one can assume that there are many billions of planets (more than the number of stars) and an almost certain high number of earth twins. Regrettably, the Kepler Space

Telescope experienced two stabilization failures that have ended its primary mission, but NASA scientists have figured out a way to stabilize imaging with the reaming systems and use of solar winds, not unlike a sailing ship maintaining stability by having the wind push its sails in one direction while the rudder pushes against the wind. K2, the name given to the mission to keep Kepler going, has completed a budget review and is awaiting a final decision. Let’s hope that the DC budget folks will allow Kepler’s incredible journey of discovery to continue.

First UAS Test Site Continued from Page 41 extremely valuable to integrating unmanned aircraft and fostering America’s leadership in advancing this technology.” The North Dakota COA covers two separate geographical locations. Initial flights will be conducted over North Dakota State University’s Carrington Research Extension Center located in Carrington, ND The second set of missions, scheduled for summer 2014, will

fly over Sullys Hill National Game Preserve near Devils Lake, ND. The FAA selected six congressionally-mandated test sites on December 30, 2013. The FAA is working with the test sites to guide their research programs to help the FAA safely integrate UAS into the national airspace over the next several years. For more information go to http://www.faa.gov/about/initiatives/uas/

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In Flight USA Celebrating 30 Years

May 2014

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Lycoming Engines, an operating division of Avco Corporation, has announced that 2014 marks its 85th year of innovation in aviation technology. Through the years, Lycoming has earned a reputation as a market leader by focusing on innovative and reliable piston engine propulsion solutions for aviation. On April 3, 1929, a Beech-designed TravelAir biplane was the first aircraft to feature a Lycoming motor, the ninecylinder, 215-horsepower R-680 radial, on successful trial flights. The engine powered the nation's earliest airlines. In more than 20 years almost 25,000 R680s were produced. Thousands of R680s flew with the armed services before and during World War II. Following the success of the R-680 and further engine development spurred on by the wartime effort, the company made aviation history with the world’s largest and most powerful reciprocating aircraft engine, the XR-7755. This engine was a 36-cylinder, single-crankshaft, liquid-cooled, radial-type power plant designed to generate 5,000 horsepower. Developed for the U.S. military, the experimental engine never flew due to the advent of jet propulsion and is now displayed at the Smithsonian National Air and Space Museum's Steven F. Udvar-Hazy Center as a testament to Lycoming's innovative heritage. In 1938, Lycoming introduced the O145, which became one of the first modern, high-production light aircraft engines. This first horizontally-opposed engine would form the basis of generations of Lycoming powerplants for numerous general aviation manufacturers.

The world's first successful helicopter, built and flown by Igor Sikorsky on September 14, 1939, was powered by a four-cylinder 75-horsepower geared version of the O-145, designated the GO145. In 1974, Lycoming started to provide the only FAA-certified aerobatic piston engines, serving not only performance pilots, but also the flight school training needs of many airline pilots. Today, Lycoming continues to advance and improve piston propulsion technology in the aviation industry. “The Lycoming iE2 and DEL programs exemplify how Lycoming continues to push the envelope in what is possible in piston aviation engine advancement,” Mike Kraft, Senior Vice President and General Manager, stated. “We are proud of our long-standing heritage, and even prouder of the work our team performs today to adapt and move aviation technology forward.” As the company celebrates its 85th anniversary (1929-2014), Lycoming is proud to be able to continue its leadership in the aviation industry. “We are still headquartered in the same town where it all started,” said Kristen Samson, Vice President of Marketing and Product Management. “We are a long standing and proud part of the community in Williamsport, Pa., and some of our employees span over four generations. They take great pride in building these engines and really do build every engine as if they were going to fly it themselves.” Lycoming's 325,000 piston engines have powered more than half of the Continued on Page 46

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Mission Aviation Fellowship Continued from Page 44 Winners will be announced in November. With the support of many friends who voted online, MAF has received $34,000 in Lightspeed grants over the past four years. To be eligible for the foundation’s grants, aviation organizations must be committed to growing the pilot community and using their grants for compassion and service to others. Lightspeed Aviation manufactures headsets that are used by MAF pilots and others around the world. Mission Aviation Fellowship (www.maf.org) is a family of organiza-

tions with a singular mission: to share the love of Jesus through aviation and technology so that isolated people may be physically and spiritually transformed. A significant part of this global network, MAF-US is headquartered in Nampa, Idaho. Recent MAF work includes assisting with vaccination campaigns in the Democratic Republic of the Congo, supporting relief efforts in the Philippines following Typhoon Haiyan, and enabling the work of churches, evangelists, and Bible translators across Africa, Asia, and Latin America. Learn more about MAF’s life-saving work at www.maf.org.

May 2014

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IT’S AIRSHOW SEASON AGAIN!

inally, the winter dreary is over and the sunscreen and cameras are coming out of the closet. It’s time to start making the trek each weekend to your local Airports to see the show. One thing we’ve noticed is fly-ins making a comeback with several new events cropping up. I believe this is great for airport community relations and if joined with a visit from one of the bombers like the B17 from Liberty Foundation (http://www.libertyfoundation.org), or the fleet from Collings Foundation (http://www.collingsfoundation.org) – this makes it all the better. After 9/11, so many airports were closed off to the community; these events are a great way to bridge that gap again. At my local airport, we coupled it with a Young Eagles event where we flew more than 100 kids that day. Everyone gets a chance to learn something and maybe get a flight in different or unusual aircraft. Pacific Coast Dream Machines in Half Moon Bay added antique and custom automobiles and motorcycles. This plus rides in helicopters and old time biplanes make this event very special each year. The big shows are just around the corner. The month of May brings us one of my favorites, the Planes of Fame Airshow. This year, they will have the Bremont Horsemen doing both their F-86 Sabre show and their now famous P-51 show. And of course, Sean D. Tucker in his Oracle Challenger – which you don’t want to miss. This year’s event will be a “Salute to the Mighty 8th” Air Force.

Mojave Mojave Air and Space Port held a very cool event in April. An Experimental Fly-in coupled with several world

Sea Fury Noses record attempts! Lee Behel set three records in his Pereira GP-5 – including the C-1b 3KM, 15 km and 3km time to climb – beating old records held by Jon Sharp, MacCay Beeler and Bruce Bohannon in that order. Mike Patey, in his beautiful 780 Lycoming Lancair Legacy, broke two records in the C-1c category – for 1,000 km and 2,000 km speed records. Zach Reeder set a 5,000 km speed record in the Rutan Catbird. Unfortunately, Tom Aberle’s record attempt failed, but I bet he’ll be back.

More Good News With Sequester a thing of the past, we have the Thunderbirds and the Blue Angels back this year – and the demo teams from around the country. Finally. So, grab that floppy Airshow hat and I’ll see you on the flight line! Special thanks this month to Anthony Taylor for allowing the use of

(Anthony Taylor/WarbirdFotos his photos. This column is dedicated to Dave Plumb.

Argonaut with Sanders Smoke Technologies making Sky Art. (Anthony Taylor/WarbirdFotos)

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In Flight USA Celebrating 30 Years

QUICKSILVER EARNS FAA ACCEPTANCE

May 2014

FOR

SLSA

Newly Accepted Quicksilver Sport L-S2S Is Entering Production Quicksilver Aeronautics was informed by FAA that their audit to produce the Sport 2S model as a Special Light-Sport Aircraft has been satisfactorily concluded. The model will officially be known as the Sport L-S2S and marketed as the Sport S2SE. “We are very pleased about this accomplishment,” said Quicksilver Aeronautics President, Will Escutia. “Daniel Perez, our chief of operations, did an outstanding job leading the team to this goal.” The company also retained an outside engineering firm, Streamline Design, which is a leading expert on the ASTM industry consensus standards that are used to gain Federal Aviation Administration acceptance. Escutia noted that the California company used “L-S2S” as the model name during the certification process. “We selected this name relatively early in the process in the understanding that we could market it with any other name we selected later.” For retail buyers and company dealers, the Sport 2S model now approved to be fully manufactured, the model will be called S2SE to be in line with their Fly-and-Enjoy concept for fully assembled planes and to differentiate it from the experimental kits the company will continue to manufacture and market. Other SLSA models are also in

(Quicksilver Aeronautics) progress. FAA Aviation Safety Inspector Bob Franklin, working out of the agency’s Washington DC office wrote in an email, “The FAA accepts your corrective actions to the ... [audit] findings and now considers the audit closed. Quicksilver may now make application for Special Airworthiness in the Light-Sport category for the L-S2S.” Franklin clarified that his email served as “informal” notice and that Quicksilver can expect to receive a formal letter stating the same message in early May 2014. “Thank you again for your cooperation and professionalism,” closed Franklin in his email. “We are prepared to swiftly put the Sport S2SE into production as a fully-

built aircraft,” stated Escutia. As the company begins manufacturing of the Sport S2SE, Quicksilver has embarked on a new method for the LSA industry. According to Light-Sport Aircraft regulations, a manufacturer such as Quicksilver Aeronautics may create “extensions,” which are manufacturing locations other than the headquarters factory. A manufacturer is charged with maintaining full quality control over these extensions but such remote operations put manufacturing much closer to customers. While any LSA manufacturer can pursue this method no other company has yet opened multiple extension facilities making Quicksilver a pioneer in this regard. The two locations where full manu-

facturing of the S2SE besides the Temecula, Calif. factory are in Reserve, La. at the St. John airport under the direction of longtime dealer Gene “Bever” Borne. Air-Tech Inc., will become an assembly center for Special LSA and will serve southern states in the Eastern half of the country. A second location will be in Rochester, Minn. under the direction of former sales manager, Todd Ellefson. The Minnesota-based extension will also be certified as an assembly center for the Sport 2S Special LSA in order to better serve customers in North-Central USA. Additional assembly centers are under consideration and will be established as demand requires. The Quicksilver Sport S2SE is offered at the retail price of $39,999, making it one of the lowest priced SLSA models available. Amateur-built kits remain available at even lower cost as do kit LSA, known as Experimental LSA or ELSA. Ten years ago when the Sport Pilot/Light-Sport Aircraft rule was announced, many people expected prices of SLSA to be about $50-60,000. Comparing 2004 dollars to 2014 dollars those values would be $63-75,000 today making the fully built Sport S2SE one of the great values in all of aviation at 50 or 60 percent of the once-expected price for a Light-Sport Aircraft.

FREE PREFLIGHT WEATHER ANALYSIS COURSE Find-it Fast Books now offers a free 440-page preflight weather analysis course for pilots of all experience levels. The PDF format course may be completed online or downloaded and shared with other pilots to desktops, laptops and

tablet computers. Lessons one and two examine the use of aviation weather resources to form a “Big Picture” of weather affecting a proposed flight. Lessons three and four offer detailed, in-depth explanations of

the weather analysis process pertinent to a specific flight route, following the FAA standard weather-briefing format. The course is available at http://FinditFastBooks.org For more than 18 years, Find-it Fast

Books has offered quick reference manuals providing clear, plain, to the point explanations of aviation weather and NOTAMs data.

Lycoming Engines Continued from Page 44 world's general aviation fleet. Today, the Lycoming factory produces the most complete line of FAA Certificated horizontally opposed, air-cooled, four-, six- and eightcylinder engines available with power ranging from 100 to 400 hp. In addition, the company provides Experimental engines under the Thunderbolt brand as well as factory-engineered replacement parts that meet Lycoming's exacting original equipment specifications.

Lycoming will be celebrating its 85th anniversary with special events at EAA Airventure, employee events and other activities. Katie Bell, Communication Manager for Lycoming said, “Our brand is iconic in the industry. When we talk with customers they have so many wonderful stories to share about their time spent flying behind a Lycoming. We want to capture those stories because our customers are what have made our brand what it is today.”

www.lycoming85years.com Story Sharing Website Lycoming has developed a special website where people can share their Lycoming stories. Anyone who has a story they’d like to share about their Lycoming experience is invited to visit this website and submit their story, along with photos or a video. Lycoming will share many of these stories during this

celebration year. You can visit the Lycoming website at www.lycoming.com, and their FaceBook page at www.facebook.com/ lycomingengines for the latest updates. For more information on Lycoming’s 85th anniversary activities, contact Katie Bell 570/327-7001 or communications@lycoming.com.

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May 2014

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MARK YOUR CALENDARS TO SUPPORT THE CALIFORNIA CAPITAL AIRSHOW GiveLocalNow, led by the Sacramento Region Community Foundation and many partners, is gearing up for their region’s Big Day of Giving. For the first time, the California Capital Airshow, with your participation, will benefit from this unique 24-hour philanthropy challenge, which launches on May 6 between midnight and 11:59 p.m. Why give to California Capital Airshow? The California Capital Airshow uses the power and magic of flying machines to remember the past by honoring veterans, recognize the present by providing year-round educational programs for young people and prepare for the future by introducing students to, and informing them about, careers in STEM, Aviation and Aerospace. How do I give? For 24 hours beginning at midnight on May 6, visit http://givelocalnow.org/airshow to donate $25 or more. Every donation makes a difference. What do I get in return? In addition to a personal sense of accomplishment, a

full heart, a tax deduction and CCA’s deepest appreciation, after you donate, you will receive an e-mail with a promo code for $5 off admission tickets for the Ninth Annual California Capital Airshow on September 6-7. How else can I help? Use your social media networks and share your love for the California Capital Airshow and ask others to make a donation of $25 or more. Join the movement to raise funds to honor our nation’s innovation, history and veterans while inspiring young people to accomplish great things, reach for the stars and change the world. Why is your donation important? Your donation will ensure the thrill, education and inspiration continues long into the future. Each donation will be matched on a prorated basis by Sacramento Regional Community Foundation and its funding partners, making every gift go even farther.? For more information visit www.CaliforniaCapitalAirshow.com

JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT LARRY: HELP! I need a Kick-A-- ad for this airplane. It’s a TREASURE and it needs to be sold ASAP or I’ll lose the bet! Editor:

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IDAHO AVIATION EXPO The fourth annual Idaho Aviation Expo will be held on Friday and Saturday, May 16 - 17, 2014. The expo will feature new and vintage aircraft, parts and avionics, clubs and associations, workshops and speakers, and all other things aviation related in Aero Mark’s 30,000 sq. ft. XL hangar at Idaho Falls Regional Airport in Idaho Falls, Idaho (KIDA). Held in conjunction with the Idaho Aviation Association’s Annual Meeting, the expo is open to everyone interested in or involved in general aviation. 2014 FAASTeam Rep of the Year Rich Stowell, the man who has done more than 33,400 spins, will do a few more live above the Expo, and will speak about current trends in upset recovery training. Lori MacNichol and the folks at

McCall Mountain and Canyon Flying Seminars will be returning this year with several backcountry flying workshops during the Expo. And, Pilot Getaways magazine’s John Kounis will be the headline speaker for Saturday evening’s dinner. Aviat, Beechcraft, Cirrus, and Kitfox will be diplaying new aircraft, along with more than 40 other exhibitors representing every facet of general aviaiton. Admission to the expo will be $10 at the door, or free for Idaho Aviation Association members and students, and includes all workshops and both days of the expo. If you have any questions about exhibiting at, or attending the Idaho Aviation Expo 2014, contact Thomas Hoff at info@aeromark.com or 208-5241202.

Here's the poop: It’s a 2000 Husky loaded with everything, plus an MT Prop and IFR Panel. Every option is on this airplane and the total time is 136 hours. Cost is $100K less than a new one and all the specs can be found on our Website, LarryShapiro.com Please pull out all the stops, I need to sell this ASAP and it’s a real Jewel. Let's talk!

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In Flight USA Celebrating 30 Years

May 2014

WHAT EVERY PILOT SHOULD KNOW ABOUT OXYGEN What is air? The air surrounding us is a mixture of gases consisting of 78 percent nitrogen and 21 percent oxygen. The remaining one percent is made up of argon, carbon dioxide, and traces of rare gases. What is oxygen? Under normal conditions, pure oxygen is a colorless, tasteless, odorless, non-combustible gas. It is the most important single element in our universe. Why is oxygen so important? Although it will not burn alone, oxygen supports combustion; in fact, without oxygen there can be no fire. Oxygen, therefore, is not only necessary for the burning of combustible materials, but it is also absolutely essential to support the process of “vital combustion” which maintains human life. Although a person can live for weeks without food or for days without water, he or she dies in minutes if deprived of oxygen. The human body is essentially a converter, which consumes fuel and produces heat and energy. It is like a furnace, which utilizes the oxygen in the air to burn coal, thus producing heat and power. The human body must have oxygen to convert fuel (the carbohydrates, fats, and proteins in our diet) into heat, energy, and life. The conversion of body fuels into life is similar to the process of combustion; fuel and oxygen are consumed, while heat and energy are generated. This process is known as “metabolism.” Where and how do we normally obtain our oxygen? At each breath we fill our lungs with air containing 21 percent oxygen. Millions of tiny air sacs (known as “alveoli”) in our lungs inflate like tiny balloons. In the minutely thin walls enclosing each sac are microscopic capillaries, through which blood is constantly transporting oxygen from the lungs to every cell in the body. Because the body has no way to store oxygen, it leads a breath-to-breath existence. How much oxygen does the human body need? The rate of metabolism, which determines the need for and consumption of oxygen, depends on the degree of physical activity or mental stress of the individual. A person walking at a brisk pace will consume about four times as much oxygen as he or she would when sitting quietly. Under severe exertion or stress, he or she could be consuming eight-times-as-much oxygen as when resting. What happens if the body does not receive enough oxygen? When the body is deprived of an adequate oxygen supply, even for a short period, various organs and processes in the body begin to suffer impairment from oxygen deficiency. This condition is known as “hypoxia.” Hypoxia

affects every cell in the body, but especially the brain and the body’s nervous system. This makes hypoxia extremely insidious, difficult to recognize, and a serious hazard especially for flight personnel. What are the effects of hypoxia? Hypoxia causes impairment of vision (especially at night), lassitude, drowsiness, fatigue, headache, euphoria (a false sense of exhilaration), and temporary psychological disturbance. These effects do not necessarily occur in the same sequence nor to the same extent in all individuals, but are typical in average persons who are affected by hypoxia. When and why must we use extra oxygen? Supplementary oxygen must be used to enrich the air we breathe to compensate for either a deficiency on the part of the individual or a deficiency in the atmosphere in which we are breathing. A person may have a respiratory or circulatory impairment, which reduces the ability of the body to utilize the 21 percent oxygen in the air. For such a person, supplementary oxygen must be administered by an oxygen tent or by oxygen mask to enrich the inhaled air. The total volume of oxygen in each inhalation is then so much greater than normal that it compensates for the individual’s own physical inability to utilize normal atmospheric oxygen. When we ascend in altitude, a different condition is encountered: a condition in which the individual may be perfectly normal, but in which there is an oxygen deficiency in the atmosphere and supplementary oxygen must therefore be used. Does the percentage of oxygen in the air change with altitude? No, the ratio of oxygen to nitrogen in the composition of air does not change. The 21 percent of oxygen in the air remains relatively constant at altitudes up to one hundred thousand feet. Why must we use extra oxygen when we ascend in altitude? The blanket of air which surrounds our planet is several hundred miles thick, compressible, and has weight. The air closest to the earth is supporting the weight of the air above it and, therefore, is more dense; its molecules are packed closer together. As we ascend in altitude, the air is less dense. For example, at 10,000 feet, the atmospheric pressure is only two-thirds of that at ground level. Consequently, the air is less dense, and each lungful of air contains only two thirds as many molecules of oxygen as it did at ground level. At 18,000 feet the atmospheric pressure is only onehalf of that at ground level. Although the percentage of oxygen is still the same as at ground level, the number of molecules of oxygen in each lungful is reduced by onehalf. As we ascend, there is a progressive

reduction in the amount of oxygen taken into the lungs with each breath, and a corresponding decrease in the amount of oxygen available for the bloodstream to pick up and transport to every cell in the body. To compensate for this progressive oxygen deficiency, we must add pure oxygen to the air we breathe in order to maintain enough oxygen molecules to supply the metabolic needs of the body. At what altitudes should oxygen be used? In general, it can be assumed that the normal, healthy individual is unlikely to need supplementary oxygen at altitudes below 8,000 feet. One exception is night flying. Because the retina of the eye is affected by even extremely mild hypoxia, deterioration of night vision becomes significant above 5,000 feet. Between 8,000 and 12,000 feet, hypoxia may cause the first signs of fatigue, drowsiness, sluggishness, headache, and slower reaction time. At 15,000 feet, the hypoxic effect becomes increasingly apparent in terms of impaired efficiency, increased drowsiness, errors in judgment, and difficulty with simple tasks requiring mental alertness or muscular coordination. These symptoms become more intensified with progressively higher ascent or with prolonged exposure. At 20,000 feet, a pilot may scarcely be able to see, much less read, the instruments. His or her hearing, perception, judgment, comprehension, and general mental and physical faculties are practically useless. The pilot may be on the verge of complete collapse. Therefore, the availability and use of supplemental oxygen is recommended on night flights where altitudes above 5,000 feet are contemplated, and for altitudes above 8,000 feet on daytime flights. How can you tell when you need oxygen? You can’t; therefore, oxygen should be used before it is needed. The most dangerous aspect of hypoxia is the insidious, “sneaky” nature of its onset. Because the effects of hypoxia are primarily on the brain and nervous system, there is a gradual loss of mental faculties, impairment of judgment, coordination, and skill; but these changes are so slow that they are completely unnoticed by the individual who is being affected. Actually, a person suffering from mild or moderate hypoxia is apt to feel a sense of exhilaration or security, and may be quite proud of his or her proficiency and performance although he or she may be on the verge of complete incompetence. Because hypoxia acts upon the brain and nervous system, its effects are very much like those of alcohol or of other drugs, which produce a false sense of wellbeing. There is a complete loss of ability

for self-criticism or self-analysis. Some people believe that a pilot can detect his or her need for oxygen by noting an increase in breathing rate, an accelerated heartbeat, and a slight bluish discoloration (cyanosis) of the fingernails. However, by the time these symptoms develop, the individual is more likely to be mentally incapable of recognizing these signs. The person may even decide that he or she has always wanted blue fingernails! Even while “spiraling” out of control, the individual may be convinced (if conscious at all) that he or she is doing this deliberately and enjoying it immensely. Are all individuals equally affected by hypoxia? No, they are not. Just as there is a variation among individuals in their ability to tolerate heat, cold, or alcohol, some people can tolerate, without apparent effect, a degree of hypoxia which would have noticeable effects on others who are more susceptible to the lack of oxygen. There is no way to measure and predict hypoxia tolerance because it can be affected by physical condition, fatigue, emotion, tobacco, alcohol, drugs, diet and other factors. The individual who has flown at 14,000, 16,000, or 18,000 feet without oxygen and survived has no idea how close he or she may have been to disaster. The person may believe that all this talk about oxygen need, if true at all, does not apply to him or her. Such a belief may some day be fatal. Is it true that oxygen is toxic or harmful? Oxygen therapy is often used for prolonged periods in hospitals and homes not with harmful, but definitely beneficial effects. It is most generally agreed that a 60 percent oxygen concentration on the ground, which is equivalent to a 100 percent oxygen concentration at approximately 12,000 feet, will not cause any harmful effects. Why not use oxygen intermittently for short periods? If one is at an altitude where there is an oxygen deficiency, intermittent use of oxygen would only temporarily alleviate the hypoxic effects during the period in which oxygen is being used. Continued on Page 49

May 2014

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AERO FRIEDRICHSHAFEN, THE GLOBAL SHOW

FOR

GENERAL AVIATION

International show for General Aviation came to an end on April 12: 606 exhibitors from 35 countries – 33,400 trade visitors from all over the world At the end of the AERO fair, which ran April 9-12 in Germany, Messe Friedrichshafen CEO Klaus Wellmann and AERO project manager Roland Bosch gave a very positive assessment of how the exhibition went for all participants: “With 606 exhibitors from 35 countries, not only a highly professional and international range of general aviation was present in Friedrichshafen; a trade audience from around the globe had the industry conference on its flight plan: 33,400 visitors came to Lake Constance (compared to 32,600 in 2013). The focus of the trade professionals and the media was on new aircraft from the segment of business jets, new ultralight and electric aircraft, and helicopters and drones for civilian use. Technical innovations for the on-board electronics and many lectures on current topics in aviation were also received with great interest by the trade visitors.” According to many exhibitors, the

AERO is the undisputed flagship fair for general aviation in Europe, and worldwide it is one of the leading trade fairs in aviation. Project manager Roland Bosch said, “In talks with exhibitors, we confirmed in the final days of the fair that the upswing in the general aviation industry is continuing. Bookings for the next AERO are already running at full speed.” “We have positioned ourselves as the meeting place for experts,” says project manager Roland Bosch, who is convinced that the AERO is moving in the right direction with a strategically clear orientation towards an in-depth and comprehensive product offering geared toward professionals. In Friedrichshafen, innovations and new products are shown and are in the media spotlight. Engineers and designers meet at top-level professional events. Jeff Johnson, Global Event Manager of Cirrus said, “The show went very well for us. Many potential customers

obtained information at our booth, and I have the sense that the visitors are becoming increasingly international. It’s nice to be here every year, because the AERO is the leading trade fair in Europe for good reason. The event is particularly distinguished by its professional character. The AERO is one of the best business platforms for global general aviation. The halls in Friedrichshafen are also ideal for an aviation show.” Peter Bowers, owner, founder, and CEO of WACO Aircraft Corporation: “The first two days in particular were excellent. Here we reached precisely the right target group that is interested in our products. The AERO is the most professional fair I’ve ever attended. In addition, it is well organized and the largest exhibition for general aviation in Europe for good reason. It also compares favorably with events in the U.S. The AERO stands out because it does not have the character of a show, but instead has a very strong

professional character. I am very impressed.” The 18 propellers of the newly developed electric helicopter “Volocopter” stirred up great interest at the fair. The helicopter was the focus of attention at the e-flight-expo in Foyer West and provided an interesting aeronautical highlight. Several exhibitors presented production-ready electric aircraft with batteries or hybrid drive. Solar power was a much-discussed topic at the aviation show. “The topic has a future,” says Willi Tacke, pioneer and organizer of the e-flight-expo. The high-caliber lectures of the AERO Conference were also well attended. That young talent will come on board and bring enthusiasm to the profession in the cockpit is what AERO has been banking on for years with corresponding offerings. Next year’s AERO will be held April 15-18. Visit www.aero-expo.com for more information.

GAMA ANNOUNCES FIRST QUARTER 2014 AIRPLANE NUMBERS Piston Airplanes Grow More Than 20 Percent The General Aviation Manufacturers Association (GAMA) has released the industry’s airplane shipments and billings for the first quarter of 2014. In the first three months of the year, total worldwide general aviation (GA) airplane shipments increased 11.9 percent, from 447 units in 2013 to 500 units in 2014. Billings for GA airplanes totaled $5.1 billion in the first quarter, up 9.0 percent from the same period last year. Piston airplane shipments increased a solid 21.4 percent from 182 to 221 shipments. The number of piston airplane shipments, however, remains below the 2006 peak, when there were 600 ship-

ments in the first quarter. Turboprop shipments declined 8.1 percent to 125 shipments. Business jet shipments came in stronger at 154 airplane shipments, up 19.4 percent from first quarter of 2013. “The GA manufacturing industry’s first-quarter numbers in 2014, especially the strong showing in the piston segment, are encouraging and show that we continue to climb our way out of the recession,” GAMA President and CEO Pete Bunce said. “But we remain a long way from being out of the woods as shown by the mixed performance among sectors. That’s why we continue to work with regulators and lawmakers around the

First Three Months of Shipments of Airplanes Manufactured Worldwide 2013 Pistons 182 Turboprops 136 Business Jets 129 Total Shipments 447 Total Billings $4.70B

2014 221 125 154 500 $5.12B

CHANGE +21.4% -8.1% +19.4% +11.9% +9.0%

Note: GAMA will publish rotorcraft shipments separately. globe to push for sound tax policies that stimulate manufacturing jobs; certification reform to make it easier to put new, safety-enhancing products in the sky; and

reauthorization of the Export-Import Bank so that manufacturers have a level playing field to meet the rising demand worldwide for GA aircraft.”

What Every Pilot Should Know About Oxygen Continued from Page 48 Because of the insidious nature of hypoxia, a person already mildly hypoxic is very unlikely to even think of using oxygen equipment, either intermittently or otherwise. It is true that occasional use of oxygen for five or ten minutes (even at altitudes below 8,000 feet) can act as a “refresher” to relieve the effects of mild hypoxia, cigarette smoke, apprehension, or other factors. Also, the use of oxygen for five or ten minutes before the termination of a flight (even though the entire flight

may have been flown at less than 8,000 feet) can be an excellent tonic to put the pilot in his or her best mental and physical condition for the approach procedures and landing maneuvers. How will oxygen equipment improve the utility of the airplane? With oxygen equipment aboard, the pilot can choose the higher altitudes which give the smoothest flight, the most favorable winds, the best performance from the Omni and other radio navigation equipment, the highest speed, the longest range, and the best

engine performance. The pilot can have these advantages safely with oxygen because his or her own performance will not be affected by hypoxia; he or she will be just as efficient and capable as at lower altitudes or even on the ground. With oxygen equipment in use, pilot and passengers will arrive at their destination fresh and fit, without the headache, lassitude, and fatigue which often result from prolonged exposure to even mild hypoxia. What types of oxygen equipment are available for private and executive

aircraft? There are a variety of types, including portable MH EDS “PulseDemand” units which can be carried along when flight at hypoxic altitudes is anticipated. If flights at such altitudes are frequent, then a “built-in” oxygen system offers some advantages, especially in the larger aircraft. For either portable or built-in systems there is a choice between “Pulse-Demand” type and “Continuous Flow” type equipment. “Pulse-Demand” type equipment Continued on Page 50

In Flight USA Celebrating 30 Years

HIGH SCHOOL STUDENTS CREATE WINNING DESIGN FIRST FLIGHT OF ORION After a year-long competition among high school teams across the country, evaluators from NASA, Lockheed Martin and the National Institute of Aerospace have selected Team ARES, from the Governor’s School for Science and Technology in Hampton, Va., as the winner of the high school portion of the Exploration Design Challenge (EDC). The announcement came during a ceremony held at the opening of the 2014 USA Science and Engineering Festival in Washington. Team ARES was chosen from a group of five finalist teams announced in March. The EDC was developed to engage students in science, technology, engineering and math (STEM) by inviting them to help tackle one of the most significant dangers of human space flight – radiation exposure. “This is a great day for Team ARES – you have done a remarkable job,” said NASA Administrator Charles Bolden, who helped announce the winning team. He continued, “I really want to congratulate all of our finalists. You are outstanding examples of the power of American innovation. Your passion for discovery and the creative ideas you have brought forward have made us think and have helped us take a fresh look at a very challenging problem on our path to Mars.” Team ARES now will work with the

NASA’s Administrator, Charles Bolden (left), Marillyn Hewson, President/CEO of Lockheed Martin (right), and astronaut Rex Walheim (back) stand with Team ARES, from the Governors School for Science and Technology in Hampton, Va. , winners of the Exploration Design Challenge high school competition. (NASA) NASA and Lockheed Martin spacecraft integration team to have the product of their experimental design approved for spaceflight. Once the equipment is approved, engineers will install it onto Orion’s crew module. Later this year, when Orion launches into orbit during Exploration Flight Test-1 (EFT-1), Lockheed Martin will host Team ARES

at NASA's Kennedy Space Center in Florida to watch their experiment launch into space. During the EFT-1, Orion will fly through the Van Allen Belt, a dense radiation field that surrounds the Earth in a protective shell of electrically charged ions. Understanding and mitigating radiation exposure during Orion’s flight test

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can help scientists develop protective solutions before the first crewed mission. After EFT-1, the students will receive data indicating how well their design protected a dosimeter, an instrument used for measuring radiation exposure. Speaking at the U.S.A Science and Engineering Festival, Lockheed Martin Chairman, President and CEO Marillyn Hewson said, “The Exploration Design Challenge has already reached 127,000 students worldwide – engaging them in real-world engineering challenges and igniting their imaginations about the endless possibilities of space discovery.” Students around the world in grades K-12 still can be part of Orion’s first flight by completing an online radiation shielding activity. Students who complete the activity by June 30 will have their names flown as virtual crew members aboard Orion. To learn more about the EDC and related activities, visit: www.nasa.gov/ education/edc To learn more about NASA’s education programs, visit: www.nasa.gov/education To learn more about Orion and the EFT-1 mission, visit: lockheed martin.com/orion

Oxygen Continued from Page 49 automatically delivers oxygen to the user during each inhalation in response to his or her own breathing pattern and altitude. The continuous flow type system delivers oxygen at a fixed rate to an accumulator bag which is attached to the mask, and from which the user inhales each breath. The Pulse-Demand is the most efficient. An oxygen system or equipment should be selected through an authorized oxygen dealer or manufacturer. A MH Aviation Oxygen Systems’ Sales Engineer can assist the pilot in selecting the system best suited to the specific airplane and the pilot’s special needs. For more information on MH Aviation Oxygen Systems call 800/4688185 or visit www.mhoxygen.com.

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(::6*0(;,+ :(3,: ;(? *65:<3;(5;: 05* / 9700 BUSINESS PARK DRIVE, SUITE 300, SACRAMENTO, CA 95827 T / WWW.AIRCRAFTEXEMPTION.COM / INFO@AIRCRAFTEXEMPTION.COM “Thank you for the opportunity to comment on the exceptional service you personally, and ASTC generally, have provided to the I2 Group, LLC. Through your extraordinary proactive, thorough and persistent efforts, we were able to avoid an improper tax circumstance from California tax authorities. Their non-responsive, delaying, and non-cooperative conduct was working! That is until ASTC stepped in. Your exceptional knowledge of the law, their own internal processes and pursuant facts saved us tens of thousands of dollars of excessive and improper tax. Our sincere thanks for a job well done.” – John Ifﬂand, Partner, The I2 Group, LLC

In Flight USA Celebrating 30 Years

May 2014

13 YEARS HOVER TRAINING FlyIt Simulators Inc. is celebrating the 13th year of FAA authorization of the Professional Helicopter Simulator allowing 7.5 hours to be logged towards VFR flight time. FlyIt Professional Helicopter Simulators have been used since 2001 for effective and safe hover training resulting in student pilots hovering real helicopters in one to two hours. Students doing all of their hover training in real helicopters can take 10 to 20 hours to learn to hover. There are benefits to both the student and operator. Students not only save money because they learn to hover in simulator instead of the real aircraft but also begin their training in a safe realistic environment. The operator benefits by having fewer hours and less maintenance on their aircraft as well having a profit generating business tool that will earn two to three times more net profit than the training aircraft.

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STUDENT SELECTED FOR TUBREAUX AVIATION FLIGHT TRAINING SCHOLARSHIP Matthew Callahan, an 18-year-old high school senior from Bellevue, Nebraska, is getting the opportunity of a lifetime this June when he’ll travel to Shreveport’s Downtown Airport in Louisiana and learn to fly at Tubreaux Aviation. Matt was announced last week as recipient of a complete private pilot training experience offered by Tubreaux to a previous EAA Young Eagle between the ages of 18 and 21. The scholarship includes lodging and transportation to and from Shreveport. He received the good news via phone call from EAA’s Brian O’Lena, manager of Young Eagles and Youth Pathways when he got home from classes at Bellevue West High School on April 23. “I wasn’t expecting it at all,” Matt said. “I really feel fortunate to be selected for this incredible scholarship. “I was told to be ready for four weeks of non-stop flying and to expect to solo within a week or so,” he added. “By the Fourth of July I should be a pilot.” While in Shreveport, Matt will live in a hangar apartment provided by Tubreaux Aviation. “We’re all really excited, and look forward to Matt coming down,” said Jeremy Williams, chief pilot for Tubreaux Aviation. Williams is a CFII, MFI, with a commercial seaplane rating and ATP, type-rated on the Citation 500. “We’ll work fast, safely, and hopefully provide him with a wide aviation experience so he learns as much as possible.” EAA has been a large part of Matt’s life since the end of June 2008 when EAA’s B-17 Aluminum Overcast made a tour stop at Plattsmouth Municipal Airport (PMV), south of Omaha. The Callahans had received a post card announcing the tour stop, and Matt, then 12, had always been interested in airplanes – especially the World War II warbirds. After much cajoling, Kathy recalls, she and husband Bruce, took him to the airport so he could see a Flying Fortress up close. Bruce is a retired 20-year U.S. Air Force officer, who flew on the RC135 reconnaissance aircraft as an electronic warfare officer. He’s also a private pilot. What was supposed to be a visit lasting a couple of hours became an all-day affair as Matt could not get enough of the majestic aircraft. EAA tour coordinator Pam Workman, EAA 412822, noticed the young boy’s intense interest in the airplane and asked if he’d like to come

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Matthew Callahan back in the morning to help polish it up. Matt returned the following morning at 7...and again the next day. During that time he met several chapter members, even took his first Young Eagle flight in a Piper Cherokee. “That was when I think he decided he wanted to fly,” Kathy said. Sealing the deal was the tour’s offer to allow Matt and his dad to fly in Aluminum Overcast to help fill out one of the tour stop’s final flights. Suffice to say, that weekend became a turning point in young Matt Callahan’s life. Soon the family joined EAA, and Matt started to attend chapter meetings. Several members took him under their collective wing, as well as up in their airplanes. Matt has logged flights in several types, including a Comanche, Cessna 172, Aeronca 7AC Champ, and numerous RVs among others. He also attended four EAA Air Academy sessions, flying in several EAA aircraft, and is in the Gen. Curtis Lemay Offutt Composite Squadron of the Civil Air Patrol. Kathy served a stint as the chapter’s Young Eagles coordinator. The family has also attended EAA AirVenture Oshkosh several times. “We just turn Matt loose in Warbird Alley and ask him to text us when he leaves,” joked Kathy. Indeed, Matt’s goal is to become qualified someday to be a pilot in command of Aluminum Overcast. “He’s passionate about that plane,” Kathy said. Along with the age requirement, those applying for Tubreaux’s flight training scholarship were required to write a short essay describing why they wanted to fly. Matt wrote that he wanted to share his passion and enthusiasm for flying with others like many of EAA Chapter 80’s pilots who mentored him over the past six years. Continued on Page 54

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Kitfox Aircraft traveled to Alaska to display at the Great Alaska Aviation Gathering, May 3 – 4 and showed off a handsome yellow and white example of a Premium model “Big Foot” edition. Certified as a Special, Light Sport Aircraft, the ready to fly S-LSA version of Kitfox was shown on the floor, under the bright lights, inside the big FedEx hangar. Stick & Rudder Aviation, an unconventional, Kitfox-specific, factoryendorsed, Boise Idaho based flight school just returned 4800 miles round trip from displaying this same Kitfox at the Sun ‘N Fun airshow in Florida. While sometimes considered a fun plane for just local flying, this long-range cross-country flyer has headed north to Anchorage with proven capability, reliability, and the value of its turbo-charged, Rotax 914 engine. According to Kitfox President, John McBean, “about the only thing needed upon return from Sun ‘n Fun was a check of the tire pressure, as this plane will be headed for some rough fields.” This Alaska-bound 100 percent fac-

tory-built Kitfox is piloted by Paul Leadabrand, a 14,000 corporate light-jet pilot and Founder of Stick and Rudder Aviation. Paul is looking forward to the adventure, hoping, “that the Alaska pilots I meet along the way will show me the secret sights I have heard Alaska has to offer.” Stick and Rudder Aviation emphasizes the lost art of seat-of-the-pants flying; returning to the stick and rudder skills of the past while putting the fun back into flight training. A review of their website (www.stick-rudder.com) will disclose the difference in their teaching philosophy and style by offering a first-in-the-world, unique, quality, tail wheel flight training experience in the beautifully rugged mountains of Idaho. Stick and Rudder Aviation serves a base of more than 5,500 Kitfox owners, builders, and prospective buyers world-wide. Visit www.kitfoxaircraft.com for more information regarding Kitfox Aircraft LLC and their line of both kit and ready-to-fly S-LSA aircraft.

Flight Training Scholarship Continued from Page 53 “I want to experience the excitement and satisfaction of flying Young Eagles,” Matt wrote. “A goal of mine is to fly EAA’s Aluminum Overcast and bring history to life for younger generations so that no one will ever forget the sacrifices made for our freedom. No matter what kind of aircraft I’m in, every flight is breathtaking, awe-inspiring, and memorable. I want to fly because I cannot imag-

ine my life without flying. It is an integral part of who I am and who I will always be.” Matt will begin college in the fall at the University of Nebraska-Omaha Aviation Institute where he plans to major in aviation-professional flight and become a professional pilot. If all goes according to plan in Shreveport, he’ll have a pretty good head start on that goal.

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

www.inflightusa.com

May 2014

www.inflightusa.com

AIRCRAFT SPRUCE NOW CARRIES REDBIRD FLIGHT SIMULATORS

American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION

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Aircraft Spruce & Specialty Co, one of the world's largest distributors of aircraft parts, avionics, and pilot supplies, has been appointed as a distributor for Redbird Flight Simulations. Aircraft Spruce president Jim Irwin said, “From the Redbird Jay and TD simulators which are ideal for small flight schools and home use through the full motion FMX flagship model, Redbird flight simulators are clearly the finest line of general aviation simulators available. We are excited

about the opportunity to offer the Redbird line of simulators to the general aviation market.” For complete information on Redbird flight simulators, visit the Aircraft Spruce website at www.aircraftspruce.com or call 877/4-SPRUCE or 951/372-9555. Aircraft Spruce’s complete product line is available at www.aircraftspruce.com. Request your complimentary copy of the company’s free 950 page catalog.

AOPA FOUNDATION NOW ACCEPTING 2014 “GIVING BACK” GRANT APPLICATIONS The Aircraft Owners and Pilots Association (AOPA) Foundation has opened the application period for its annual “Giving Back” Grant program, which awards 10 grants worth $10,000 each to non-profit aviation organizations. Grants will be awarded to organizations doing good work through general aviation that reflect the mission and effort of the AOPA Foundation. Grant applications will be accepted until July 11 and grant awards will be announced in September. Recipient organizations will also be recognized at a ceremony during the AOPA Homecoming Fly-in, Oct. 4, 2014 in Frederick, Md. Grant requests may be for specific programs or projects, or they can be used for operating costs. Funding provided by the AOPA Foundation will be for one year. Giving Back grant applications may be downloaded from the AOPA Foundation website: http:foundation. aopa.org/GA-Image/Giving-BackGrant-Requirements.aspx The grants are available only to nonprofit organizations, and not to individu-

als. AOPA Foundation’s “Giving Back” program began in 2013. Grants were awarded to public benefit flying organizations, educational institutes that included aviation in their curriculum and several youth aviation groups. The AOPA Foundation Inc., a nonprofit, tax-exempt charitable, educational, and scientific organization, educates the public on the value of general aviation. The AOPA Foundation’s mission is to improve aviation safety through the Air Safety Institute, preserve community airports and encourage learning to fly for career and personal benefit–all in the interest of ensuring the future of general aviation in America. AOPA membership dues alone cannot support these important initiatives, and so donations to the AOPA Foundation play a critical role in helping take on GA’s most challenging issues. For more information on the AOPA Foundation, visit: www.AOPA Foundation.org.

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1979 Beechcraft F33A

1979 Cessna 172 Skyhawk

287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$109,950

1775 TTSN, A&E, New Late-Style Paint, Hangared CA Airplane, NDH, Like New! ....................$44,950

FILE PHOTO

1971 Piper Cherokee 180F

1967 Beechcraft V35

3500 TTSN, 525 SFRMAN, Digital IFR, NDH.................................................$32,950

1890 TTSN A&E, NARCO IFR, A/P, Nice Original Paint and Interior, ........................................$59,950

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1982 Piper Warrior II 161 1945 SMOH, 8026 TTSN, Digital IFR, DME, NDH, Well Maintained ........$24,950

1975 Cessna T210L 2268 TTS, 264 SFRMAN, GPS, A/P, Digital IFR, Original Paint, New Interior, Hangared CA Airplane.................................................$89,950

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1979 Piper Warrior II 161

1980 Cessna 152

1500 SFOH, 6200 TTSN, Digital IFR, 4000 TTSN. 2400 SMOH. New king digital Century 1 A/P, Nice Paint and Interior, IFR, Garmin Transponder, DME, NDH, new NDH...............................................$29,950 windows and plastic .......................$24,950

WE HAVE BUYERS READY TO PURCHASE

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1968 Beechcraft V35A 4085 TTSN, 1185 SFRMAN, STEC 30 A/P, KING IFR, New Paint and Interior, Like New, ......$69,950

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NEED AIRCRAFT FOR INVENTORY

1978 Piper Archer II 181

1977 Cessna 310R

1020 SFRMAN, 6900 TTSN, King IFR, DME, A/P, Very Nice Original Paint, Recent Interior, NDH, .................................$39,950

1864 TTSN A&E, NARCO IFR, A/P, Good Original Paint and Interior, NDH, ..$99,950

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2008 Cessna 172SP Skyhawk

WANTED

993 TTSN, G1000 Avionics, Leather Interior, One California Hangared Airplane Since New, NDH, Like New ........$219,950

1965 thru 1970 Ford Mustangs and Shelbys

Robert Coutches

(510) 783-2711

21015 Skywest Drive, Hayward, CA 94541

www.americanaircraft.net

In Flight USA Celebrating 30 Years

May 2014

InFlight USA Classifieds (All ads run for 2 months)

Classified Ad Rates: $45 for the first 20 words, $750 for each additional 10 words, photos $750 ea.

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PACIFIC ACIFIC COAST OAST DREAM REAM MACHINES ACHINES HALF MOON BAY CCALIFORNIA ALIFORNIA

Story and Photos By Michael Mainiero

eturning to the Half Moon Bay Airport for the 24th consecutive year, the Pacific Coast Dream Machines event saw record attendance this year. For those not familiar, the event is a unique grouping of 2,000-plus machines from the 20th and 21st centuries that can fly, drive, putt around or just look cool! Dream Machines is an uncommon event due to the sheer size of the display. The combination of cars, vintage tractors, old military equipment, motorcycles and aircraft provides something for everyone, and there were plenty of attractions for the kids as well! From

turbine-powered cars to vintage fighter aircraft, the world’s coolest cars and planes from every era and style drew people from hundreds of miles away. Model-T fire engines, vintage buses, custom motorcycles, tricked out trucks, super sleek streamliners, one-of-a-kind

antique engines and tractors were displayed prominently around the airport Unique homebuilts, classics from the 40s and 50s, vintage warbirds and Cold War era fighters flew in from near and far to be part of the event as well. Highlights included flyovers by historic military aircraft like the P-51 Mustang, Yak-11, Pitts S-2, and dozens more. The Planes of Fame Museum in Chino brought along their P-38 Lightning “23 Skidoo” and their F4U Corsair. Sanders Aeronautics from Ione, Calif. flew in their Hawker Mk. 20 Sea Fury Dreadnought, which has been a sight at the Reno National Championship Air Races for the last 29 years. Also on display was the B-25 Bomber Old Glory,” a C-47 Skytrain from Paso

Robles, Eddie Andreini’s fleet (P-51D, Yak-9U and Super Stearman). This event is one of the West Coast’s largest gatherings of the world’s coolest cars. Jet cars, a Google Street View Car and dozens of other custom designs were lined up as far as the eye could see. Fanatics could get an up close and personal look at the newest and greatest designs, as well as talk to those who work on and create stunning masterpieces. Although the morning was plagued with the regular low marine layer, by noon, the airport had cleared out, and pilots were showing up from all over to see the event. The public was treated with flybys as aircraft began to depart in the afternoon, and guests were provided the special opportunity to talk with and ask questions of the pilots flying the vintage aircraft – something not common at larger shows. If you could not make it to the show this year, make sure to attend next year!

In Flight USA Celebrating 30 Years

May 2014

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

Aviation Ins. Resources ......22

Golden West Fly In ............37

QREF Media ......................18

Aircraft Magneto Service ..44

Baja Pirates..........................16

GRT Avionics ......................41

R&M Steel ..........................14

Aircraft Specialties Service 19

Bob Hoover Air Center ......28

Hartwig Fuel Cells..............20

San Carlos Aviation Supply 12

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

Chino Aircraft Sales............40

HME Watches ....................30

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

Aircraft Tool Supply ..........43

Corona Air Venture ............26

Horizontal Rain ..................41

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

Airport Shoppe..................2, 3

Corona Aircraft Engines ....54

Idaho Aviation Expo ..........43

Steve Weaver ......................33

Airtronics ..............................6

Divorce for Men..................24

Jorgenson Lawrence ....47, 58

Tiffin Air..............................50

Allliance Intl. Av (AIA)......12

Dr. Susan Biegel, MD ........14

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

TJ Aircraft Sales..................23

American Aerobatics ..........10

Durachart ............................39

Just Aircraft ........................20

Truckee Tahoe Airshow......53

American Aircraft Sales ....55

Eddie Andreini ....................36

Kitfox ..................................38

USA Aircraft Brokers ..........7

AOPA ....................................9

FlyIt Airplanes ....................21

Lafferty Aircraft Sales ........11

Victory Girl..........................17

Arizona Soaring ..................52

FlyIt Helicopters..................59

MBAA ................................25

Wisconsin Aviation ............27

Arizona Type Ratings ........24

Foster Flight ........................35

Mountain High Oxygen........7

Zanette Aircraft Ins ..............5

Assoc. Sales Tax Consult. ..51

Gibson Aviation ..................22

Old School Aviation............45

Aviation Gifts by Wileman 44

Giottos..................................10

Phillips 66............................53

“Still Specializing In First Time Buyers And Student Pilots Needs" May is loaded with Anniversaries,the 5th,16th,19th, 23rd, and could be the Month You Bought Your Airplane!

1973 Very Low time 182, Brand New Mags and Carburetor

Beautifully equipped 1979 172, loaded with extras . .

1971 Low Time 150L

1971 Cardinal RG, Great Panel, 75% New Interior, recent annual and possible terms! Great Commercial Trainer.

1947 Navion . . .complete "Wings Off" restoration and pure aviation treasure.

1947 Cessna 140 with Metal Wings & 140HP

1979 Pitts SIS, The Perfect First One!

Unbelievable deal . . . 2000 Husky A-1B Priced Reduced, 125 TT and loaded.

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

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

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

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

GREAT NEWS FOR HELICOPTER TRAINING CENTERS • Increase Net Profits Per Student by More Than $10,000 • Increase Helicopter Training Time Availability • Offer Customers More Competitive Pricing • Increase Income for Professional Flight Instructors • Let Your Flyit Simulator Pay for Itself • Airport Familiarization, Complex Airspace, Training, Confined Area Ops, IIMC Training

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