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Calendar of Events
May 2015
www.inflightusa.com
3
To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email 3rdavenue@embarqmail.com.
MAY
2
2—3
9 9 — 10
14 — 17 16
16 — 17
17
22 — 24 23 — 24
25 29 — 31 30 30 — 31
JUNE
5—7 6
Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Manassas, VA: Manassas Open House & Air Show, 10 a.m. to 4 p.m., Manassas Regional Airport, www.marbainc.com. Q Peachtree City, GA: Aircraft Spruce East - Customer Appreciation Day, 8 a.m. to 4 p.m., (770) 487-2310, (877) 477-7823. Q Abilene, TX: Dyess AFB Airfest, gates 9 a.m., www.dyessfss.com. Q Shreveport, LA: Defenders of Liberty Open House & Airshow, gates 9 a.m., Barksdale AFB, www.barksdaleafbairshow.com. Q Chino, CA: Planes of Fame Airshow “A Salute to Veterans,” Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Mukilteo, WA: 75th Anniversary Battle of Britain, 10 a.m., Historic Flight Foundation, Paine Field, www.historicflight.org, (425) 348-3200. Q Davenport, IA: Quad City Air Show, @noon to 5 p.m., Davenport Municipal Airport, www.quadcityairshow.com. Q Dallas, GA: Salute American 2015 Air Show, gates Sat. 1:30 p.m./ Sun. 11:30 a.m., Paulding Airport, www.pauldingairshow.net. Q Millville, NJ: Millville Wheels & Wings Airshow, 10 a.m. to 6 p.m., Millville Municipal Airport, (856) 327-2347, www.millvilleairshow.com. Q El Cajon, CA: Stearman Fly-In, Allen Airways Flying Museum, Gillespie Field, (619) 596-2020. Deadline to register Mar. 15. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Redlands, CA: Hangar 24 AirFest & Anniversary, Redlands Airport, www.hangar24airfest.com. Q Hondo, TX: CAF Warbirds over Hondo, South Texas Regional Airport, www.warbirdsoverhondo.com. Q Auburn, AL: Auburn Opelika Airshow, Auburn University Regional Airport, www.auburnopelikaairshow.com. Q Napa, CA: Vintage Aircraft Display, 10 a.m. to 2 p.m., Napa Airport, (707) 944-9236. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Goldsboro, NC: Wings over Wayne, gates 8 a.m., Seymour Johnson AFB, www.wingoverwayneairshow.com. Q Chicopee Falls, MA: The Great New England Air Show, Westover ARB, www.greatnewenglandairshow.com. Q Virginia Beach, VA: Warbirds over the Beach, gates 9 a.m., Virginia Beach Airport, militaryaviationmuseum.org. Q Augusta, GA: Boshears Skyfest & Fly-In, gates 9 a.m., Daniel Field Airport, www.boshears.com. Q Addison, TX: Warbirds over Addison, Addison Airport. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251. Q Columbia, CA: West Coast Taylorcraft Rendezvous, Columbia Airport. Contact Ron Sawyer (209) 536-9415 or Jerry Impellezzeri (408) 356-3407. Q Wantagh, NY: Bethpage Air Show, 10 a.m. to 3 p.m., Jones Beach State Park, airshow.jonesbeach.com. Q Columbia, MO: Salute to Veterans Air Show, 9:30 a.m. to 3:30 p.m., Columbia Regional Airport, www.salute.org. Q Rochester, NY: Rochester Int’l. Air Show, Greater Rochester Int’l. Airport, www.rocairshow.info. Q Palm Springs, CA: Memorial Day Flower Drop & Air Fair, 1 p.m. to 2:30 p.m., Palm Springs Air Museum, (760) 778-6262. Q Greeley, CO: Rocky Mountain Airshow, Fri. 4-9:30 p.m./Sat. & Sun. 9 a.m. to 4 p.m., Aurora Reservoir, www.cosportaviation.org. Q San Martin, CA: Wings of History Air Museum & San Martin Airport Open House & Fly-In, 7 a.m. to 4 p.m., San Martin (South County) Airport, www.wingsofhistory.org, (408) 683-2290. Q North Kingston, RI: Rhode Island National Guard Open House Airshow, gates 9 a.m., Quonset State Airport, www.riairshow.org. Q Suffolk, VA: Virginia Regional Festival of Flight, gates 8 a.m., Suffolk Executive Airport, www.virginiaflyin.org. Q Blaine, MN: Discover Aviation Days, 7 a.m. to 4 p.m., Anoka County Airport, www.discoveraviationdays.org. Q Reading, PA: Mid-Atlantic WW II Weekend “A Gathering of Warbirds,” gates 8:30 a.m., Reading Regional Airport, www.maam.org. Q Ada, OK: Ada Air Expo, Ada Municipal Airport, www.adaairexpo.com.
Continued on Page 7
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4
In Flight USA Celebrating 30 Years
May 2015
KITFOX HAS A HISTORY OF EXCELLENCE IN THE SKY AND ON THE GROUND ON
THE
COVER...
The Kitfox is a flying enthusiast’s dream. In production for more than 29 years, the Kitfox is an economical airplane you can build yourself and fly with the greatest of ease. More than 5,000 kits have been delivered into 42 different countries around the world. Kitfoxs fly everything from Safari researches in Africa, to breakfast runs across America, back country camping trips, to seaplane weekend fun. When many are done, they trailer it home, and park it in the garage! Years of builder experience has gone into the refined design and construction of the Kitfox. Each Kitfox builder’s kit comes complete with a highly refined assembly manual that makes the step-bystep process easy to follow and rewarding to undertake. The Kitfox is easy to fly, too! It’s a "hands-off" experience to cruise along at a leisurely pace without fighting the rudder while you enjoy watching the world below you. A complete technical support team is readily available to assist new builders and current owners with their questions and requests for guidance. There is also a complete inventory of parts and acces-
sories available. There is a strong worldwide network of Kitfox enthusiasts who are very supportive with a wealth of knowledge and experience to share. In general aviation the Kitfox has become synonymous with quality, value and performance. As a pioneer of the kit industry, the Kitfox has set standards for
(Kitfox Aircraft)
kit quality and completeness, technical documentation and builder support that are second to none. The Kitfox is first built from subcomponents that are placed into the large parent jig built to FAR. Part 23 standards for completion. Kitfox employs the finest welders to ensure that your frame is com-
plete, safe, and ready to build! It’s no small wonder that there has never been an in-flight failure of a Kitfox frame! Twenty-nine years, and 5000-plus frames, they take safety seriously! They utilize Lincoln welding equipment, which even Boeing chooses for their fabrication! Their frames are built from 4130 Chromoly steel, oil treated on the interior for corrosion protection. Using the MIG welding process as a primary weld, we are able to control the heat zones effectively, for the least amount of stress to the metal. The parts department staff is probably the most difficult job in the factory. Each and every “AN” grade bolt, nut, nut-plate, washer, etc., is hand pulled and bagged/tagged with a label to produce the boxed aspect of the kit inventory. Working from a master parts pick list, these people walk the isles and pull each and every item you’ll need to build your Kitfox. To learn more about Kitfox and all they have to offer, visit www.kitfoxair craft.com or telephone 208/337-5116. The company is located in Idaho.
J.T. Evans
AIRCRAFT SALES, INC. Aircraft Specialist & Used Parts
Specializing in Landing Gear and Control Surfaces “We also do Recovery & Storage for Singles & Light Twins”
800-421-1729 407-843-4547 Fax 407-425-1817 2501 S. Orange Blossom Trail • Orlando, FL 32805
BUY AMERIC A N ! !
TABLE Volume 31, Number 9
OF
CONTENTS May 2015
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
ON THE COVER FEATURE STORY
FINISH LINE
REMOTE RUNWAYS
GEARING UP FOR AIRVENTURE
MISSIONARY AVIATION FROM A PILOT’S PERSPECTIVE Page 25
Page 49
Cover Photo Courtesy of Stick and Rudder Aviation/Kitfox
FEATURES
COLUMNS
Editorial: Spring Has Sprung By Ed Downs ..................................................................6
Contrails: Going to Meca
NEWS AOPA Foundations Thanks Pilots for Giving Back ....................8 GAMA Testifies on Aircraft Certification Reform ........................9 NATA Offers Views on FAA Reform ............................................11 Piper Aircraft Launches Three New M-Class Aircraft ..............13 Dixie Wing To Flyover DC on VE Day ..........................................14 RutanRC Creates KickStarter Campaign for Models ................16 Good News for Columbine II ......................................................20 Upwind Summer Scholarship Winners ......................................28 Strong Momentum For AERO 2015 ............................................32 AERO 2015 Presents Innovative Aircraft....................................34 Warbird Owners Urged To Join In August WWII Flight Tribute 34 Flight Design Completes First Flight Of New C4 ......................35 Truckee Tahoe Airshow Salutes Veterans ..................................38 Cessna Marks 30th Anniversary of Caravan Utility Aircraft ....40 Schweiss Doors Introduces A Build-Your-Own Package ........43
Faster Than A Speeding Bullet: The Colonel By Donia Moore ............................................................18 An Airman’s Journey To Wounded Warrior Mentorship By Kevin Gaddie, Eglin AFB ............................................21 Remote Runways: Missionary Aviation From A Pilot’s Perspective By Yayeri van Baarsen ....................................................25 Flying into Thin Air By Peter Schlieck ..........................................................44
By Steve Weaver ...............17 What’s Up: With A Very Heavy Weaker Heart, Here I Go! By Larry Shapiro ................24 Flying With Faber: Georgetown, Texas By Stuart Faber ..................29 Homebuilder’s Workshop: Sun ‘n Fun 2015 By Ed Wischmeyer ............37 Safe Landings: Autothrottle Speed Control Issues ..........42
The Pylon Place: Racers Keeping Busy In The Off-Season By Marilyn Dash ................45
DEPARTMENTS Calendar of Events ..........................................................3 Classifieds ......................................................................48 Index of Advertisers ......................................................50
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6
In Flight USA Celebrating 30 Years
Fly In for a Drum Lesson Play the drums and fly as well? Then take a lesson with
SPRING
Editorial
SPRUNG
May 2015
By Ed Downs
HAS
Reknown Teacher Pete Magadini
Former drummer for Dianna Ross, George Duke, Mose Allison and many others. Former students include Michael Shrieve (Santana), Steve Smith (Journey), and Mike Johnston (Lessons with Mike). From Students to Pros: Will pick you up at Novato, CA Airport and drive you back after each lesson. 1 lesson price = $150 (1 hour +) 4 lesson Package = $500 (within 6 mo. period)
Contact Pete: pmagadini@gmail.com My Dad was a combat pilot in the Pacific WWII C46 and C47
See us at Sun ‘n Fun • Booth N-75
Earl Down’s handcrafted Zenith CH601 XL-B. To be sure, there is plenty to complain about as this writer once again attacks the keyboard. Civil unrest, recent questionable rulings by the FAA, the second version of the pilot’s Bill of Rights now in process, emerging safety concerns about the basic flying skills of pilots and of course, the high cost of playing with our beloved flying toys. But let’s take a break and just go flying. It is, after all, spring and airshows, fly-ins, and breakfast flights are blooming all over the country. Occasionally this writer actually takes to the air for reasons other than business. Such was the case week ago. Spring in Oklahoma is a mixed bag. Winter does not “end” in Oklahoma; it is scared away. Frontal systems build up, thunderstorms abound, and tornadoes dance from one end of the state to the other. The annual ritual of cleaning out the storm shelter kicks in, and one goes on non-stop alert, ready to quiet frightened animals and people. But as May approaches, things calm down just a bit. Ponca City may not immediately conjure up the image of a familiar landmark, but this north/central Oklahoma city is a major oil processing center for the Midwest, with a very respectable class E airport (KPNC) that sports a 7,200 ft. runway, a lot of corporate traffic, and excellent facilities. Located about 57 statute miles (I will explain the use of statute miles later) north of this writer’s home airport, Cushing (KCUH), it becomes the monthly target of breakfast fans from around the region. You see, Ponca City loves its airport, as evidenced by an organization called the Ponca City Aviation Boosters Club. Additionally, EAA Chapter 1046 is very active. Couple all of this with a great terminal facility, terrific restaurant on the field, and a “Booster” clubhouse that is second to none and all is set for the monthly Ponca City Breakfast fly-in. The breakfast itself is famed fare and wide,
(Earl Downs)
served by volunteers and cooked to perfection on outside grills, in full view of up to 100 planes that often fly in for the event. It is not uncommon to see 300plus guests in attendance. Everything from ultra-lights to war birds attend, with every homebuilt and classic you can think of often on the flight line. Great fun is had by one and all. This writer does not currently own a plane, but my identical twin brother does. Better yet, he lets me use it when the flying bug hits me! To be sure, I paid some small dues during the building process, but his generosity is certainly appreciated. Earl (my brother) handcrafted a terrific looking little Zenith CH601 XL-B into a respectable fun machine with a lot of useful function. While his kit was delivered as a “quick build,” the factory recommended major modifications during construction that ended up adding a lot of build time. Certified as an Experimental Amateur Built, I was delighted when I discovered that the “N” number N826ED was both my birthday and my first name. It had never occurred to Earl that his first and last initial (Earl Downs) were the same as my first name. He had named his plane after his brother! What a guy! This nice side-by-side sport plane is equipped for VFR flight only, with a basic layout of VFR steam gauge instruments and an airspeed calibrated in MPH not knouts. See, that is the reason for statute miles. My brother is a tad traditional … okay … old fashioned. An adequate VHF com is installed along with a big screen, handheld GPS cleverly mounted to the panel and interfaced with the airplane’s electrical system. Engine functions are monitored on a multifunction Engine Indicating System (EIS), which this writer has found somewhat confusing to work in several planes, including this one. Continued on Page 10
May 2015
www.inflightusa.com
7
Calendar of Events Continued from Page 3 6
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Q Chino, CA: Living History Flying Event, â&#x20AC;&#x153;Douglas DBD Dauntless,â&#x20AC;? 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Salt Lake City, UT: Skypark Aviation Festival, 9 a.m. to 4 p.m., Skypark Airport, www.skyparkutah.com. Q Fishers, IN: Indiana Wing CAF Warbird Expo, 9 a.m. to 5 p.m., Indianapolis Metropolitan Airport, www.warbirdexpo.com. Q Livermore, CA: Bay Cities 99s Poker Run & BBQ Scholarship Fundraiser, 9 a.m., Livermore Airport, (510) 504-3706, www.baycities99s.org. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Waco, TX: The Heart of Texas Airshow, 9 a.m. to 6:30 p.m., TSTC Campus Airport, www.heartoftexasairshow.com. Q Rockford, IL: Rockford AirFest, 9 a.m. to 5 p.m., Chicago Rockford Intâ&#x20AC;&#x2122;l. Airport, www.rockfordairfest.com. Q Knob Noster, MO: Wings over Whiteman AFB, (660) 687-2950. Q Virginia Beach, VA: Flying Proms, gates 3 p.m., Military Aviation Museum, www.militaryaviationmuseum.org. Q Ocean City, MD: OC Air Show, 9 a.m. to 4 p.m., 14th to 20th streets off the boardwalks, ocairshow.com. Q Granite Falls, MN: Ray Fagen Memorial Airshow, Fagen Fighters WWII Museum, Granite Falls Municipal Airport, (320) 564-6644. Q Pekin, IL: Wings and Wheels Fly-In Cruise-In, Pancake Breakfast 7 a.m., Pekin Airport, pekinmunicipalairport.com. Q Carson City, NV: Carson City Airport Open House & Fly-In, 7 a.m., RSVP (775) 841-2255, www.flycarsoncity.com. Q Los Angeles, CA: American Heroes Airshow, 10 a.m. to 4 p.m., Hansen Dam Recreation Center, (818) 631-8132, Q San Luis Obispo, CA: Vintage Aircraft Associateâ&#x20AC;&#x2122;s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q Napa, CA: Vintage Aircraft Display, 10 a.m. to 2 p.m., Napa Airport, (707) 944-9236. Q Dayton, OH: Vectren Dayton Airshow, Dayton Intâ&#x20AC;&#x2122;l. Airport, www.daytonairshow.com. Q El Cajon, CA: AirShow San Diego, 9 a.m. to 5 p.m., Gillespie Field, (619) 259-5541. Q Hollister, CA: Hollister Airshow, www.hollisterairshow.com. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Latrobe, PA: Westmoreland County Air Show, Arnold Palmer Regional Airport, (724) 539-8100. Q Quebec, Canada: Spectacle AĂŠrien Intâ&#x20AC;&#x2122;l. de Bagotville, gates 8 a.m., CFB Bagotville, www.saibagotville.com., (418) 677-3073. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251. Q Oakland, CA: Open Cockpit & Fatherâ&#x20AC;&#x2122;s Day, noon to 4 p.m., Oakland Aviation1Museum, (510) 638-7100, www.oaklandaviationmuseum.org. Q Brantford, ON: Aircraft Spruce Canada - Customer Appreciation Day, 8 a.m. to 3 p.m., Brantford Municipal Airport, (519) 759-5017, (877) 795-2278. Q Greenwood, SC: Aviation Expo 2015, gates 8 a.m., Greenwood Coumty Airport, www.aviationexpo.net. Q Goshen, IN: Rotors â&#x20AC;&#x2122;n Ribs Fly-In, 10 a.m. to 4 p.m., Goshen Municipal Airport, (574) 238-1000. Q Olympia, WA: Olympic Air Show, gates 9 a.m., Olympia Regional Airport, www.olympicairshow.com. Q Mankato, MN: Minnesota Air Spectacular, gates 9 a.m., Mankato Regional Airport, www.mnairspectacular.com. Q Evansville, IN: Vectren ShrinersFest Air Show, air show 12:20 to 4 p.m., riverfront, www.hadishrinersfest.org. Q Cameron, MO: Cameron Airshow, gates Sat. 9 a.m./Sun. 10 a.m., Cameron Airport, www.cameronairshow.com.
Q Chino, CA: Living History Flying Event, â&#x20AC;&#x153;P-51 Mustang,â&#x20AC;? 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Battlecreek, MI: WACO Aircraft Owners Meeting, group flight from Battlecreek to Mackinac Island, www.wacoaircraft.com. Q San Luis Obispo, CA: Vintage Aircraft Associateâ&#x20AC;&#x2122;s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Napa, CA: Vintage Aircraft Display, 10 a.m. to 2 p.m., Napa Airport, (707) 944-9236.
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LOWERING
8
THE COST OF
In Flight USA Celebrating 30 Years
I
By Mark Baker
ADS-B
May 2015
these owners and AOPA members who tell me they’ll have to sell or ground their aircraft if we can’t come up with a more cost-effective way for them to participate in ADS-B. We’ve raised the issue with the FAA and with equipment manufacturers in public forums. We’ve made it a key discussion point at Equip 2020 meetings where the aviation community and the FAA are working collaboratively to address obstacles to meeting the mandate. We joined forces with 13 other aviation organizations to lay our concerns before the FAA administrator. We’ve held individual meetings with manufacturers to discuss the barriers and opportunities for more affordable solutions. And we’re hosting a
meeting of equipment manufacturers at Sun ‘n Fun to find even more ways we can work together to lower costs. The good news is that both the FAA and manufacturers have heard our concerns, and the first significantly lower cost ADS-B Out package has been announced at a price about half that of the lowest cost solution previously available. I’ve also spoken with several other manufacturers who say they’ve got lower cost offerings in the works, too. I’m pleased that our efforts are getting results, and that equipment manufacturers have been so responsive to the needs of their customers. And there may be other ways to help keep costs down, too. A&P mechanics
Dozens of AOPA Foundation supporters gathered April 24 at the Sun 'n Fun International Fly-in and Expo in Lakeland, Florida. They were joined by foundation staff who had a simple message: Thank you. AOPA Foundation Executive Director Jim Minow ran through just a small laundry list of the many AOPA programs the group supports. Among them are Rusty Pilots, the AOPA Fly-Ins,
AOPA Live, and of course, the AOPAAir Safety Institute. George Perry, senior vice president of the Air Safety Institute, said it simply wouldn’t be possible to do the great safety training they do without donor support. He said the support is even more important because success is literally a nonevent. “It’s someone who lands safely that we never hear from,” he said AOPA President Mark Baker briefed the group on association efforts in advocacy, growing the pilot community, and access to affordable and reliable airplanes.
It’s three legs of a stool, he said. Each focus area has multiple programs and components, including advocating for third class medical reform, airport access, growing flying clubs, supporting flight schools, and the Reimagined 152 project. Members interested in supporting the foundation’s mission of improving aviation safety, growing the pilot population, preserving community airports, and spotlighting work others do to benefit aviation can visit the website at http://foundation.aopa.org/. There they can learn more about the group’s work in
EAA has submitted its comments to the FAA’s notice of proposed rulemaking (NPRM) on the operation and certification of small unmanned aircraft systems (sUAS), more commonly referred to as drones. EAA’s goal is to ensure that manned aircraft always have priority over drones in the national airspace system (NAS). EAA’s comments included the following priorities: protecting the freedom
of navigation for manned aircraft; the safe integration of sUAS into the NAS; protection of airmen’s rights during certificate action as a result of sUAS operation; and reinforcing that no new equipment requirements can be introduced as a consequence of sUAS integration. EAA stressed its concern with the lack of notification requirements for operations in certain areas of Class G airspace and suggested a 100-foot safety buffer
between sUAS operations and manned aircraft operations. EAA also sought clarification for model aircraft operators when flying near public-use airports. It was also suggested that the FAA apply its interpretation of flying for “compensation or hire” to model aircraft as it has applied it to manned aircraft performances at air shows. In addition to clarifying operating rules, EAA recommended the installation of systems that
will safely terminate a drone flight in the event of a loss of downlink with the operator to prevent un-commanded fly aways. Over the coming months, the FAA will review the comments submitted in response to the NPRM. EAA thanks its concerned members who submitted comments of their own and will continue to report on the rulemaking as it evolves.
By EAA Staff
mentation plan, would cancel 736 SIAPs as the FAA decommissions VORs across the country and transitions to NextGen. New technology has allowed for the introduction of more simplistic and costeffective RNAV instrument approach procedures. As a result of the FAA’s ADS-B mandate, a majority of aircraft will have the capability to fly these
approaches by 2020. As RNAV is expanded, the FAA will gradually phase out existing ground-based navigational infrastructure. Recognizing the need for a back-up to GPS for many GA aircraft, the FAA will be maintaining a reduced number of VORs. Members are encouraged to view the list of proposed cancellations to see if
approaches near them have been affected. The FAA has invited comments and will be accepting them through May 28. Read the complete proposal and learn how to comment at http://www.regulations.gov/ #!docketDetail;D=FAA-2015-0783 or at eaa.org.
President and CEO AOPA f you’ve been following the discussions around the FAA’s 2020 mandate for aircraft to equip with ADS-B Out, then you know that AOPA has made lowering the cost to comply a top priority. For tens of thousands of aircraft owners, particularly those who may own older airplanes valued at $40,000 or less, the price to equip has been a major sticking point. Many of these aircraft owners simply can’t justify spending 15 percent or more of the value of their airplane to install ADS-B Out equipment just so they can continue to use the airspace where they already fly. I’ve heard from many of
AOPA FOUNDATION THANKS PILOTS FOR GIVING BACK
By Ian J. Twombly AOPA
can install ADS-B equipment with the proper training and an inspection authorization (IA) signoff. That has the potential to be a real money saver for owners, especially if it’s done during an annual inspection. We’ll also be installing a variety of ADS-B solutions in our own AOPA aircraft in the coming months, and we’ll share those experiences, including information about the cost and installation complexity, so you can learn right along with us. ADS-B is here to stay, and we want everyone to benefit. That’s why we’ll keep doing everything in our power to make sure every segment of the GA fleet can participate.
(AOPA Photo)
each of those critical areas, as well as the variety of ways in which pilots can do their part.
EAA SUBMITS DRONE NPRM COMMENTS
FAA SEEKS COMMENTS
The FAA has published a proposal in the Federal Register that would remove “redundant or underutilized” groundbased NDB and VOR standard instrument approach procedures (SIAPs). The proposal, part of the FAA’s VOR minimum operational network (MON) imple-
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REMOVING REDUNDANT APPROACH PROCEDURES
GAMA TESTIFIES ON AIRCRAFT CERTIFICATION REFORM BEFORE SENATE COMMERCE, SCIENCE, AND TRANSPORTATION AVIATION SUBCOMMITTEE May 2015
www.inflightusa.com
General Aviation Manufacturers Association (GAMA) President and CEO Pete Bunce on April 21 testified before the U.S. Senate Commerce, Science, and Transportation Aviation Subcommittee about the need to implement improvements in FAA certification processes and address other regulatory impediments. According to Bunce, such changes would better leverage safety resources and improve the competitiveness of manufacturers. The hearing was held in advance of Senate action to reauthorize the FAA; the agency’s current authorization expires on Sept. 30, 2015. In his testimony, Bunce noted the general aviation industry’s significant contributions to the U.S. economy. A recent industry-wide study by PricewaterhouseCoopers found that general aviation supports 1.1 million total jobs and $219 billion in total economic output in the United States annually. To continue to grow in a very competitive global marketplace, U.S.
general aviation manufacturers need government policies that will streamline the certification process and enhance efficiency, making it easier for them to bring new, safety-enhancing products and technologies to market. Specifically, Bunce outlined six priority areas for Senators to consider addressing in the next FAA reauthorization. These include: • Ensuring more effective use of delegation programs, including Organizational Delegation Authorization (ODA), to utilize FAA and industry resources more efficiently and effectively • Focusing on workforce initiatives – training, performance objectives, career progression, and skill developmen – to enable the success of FAA employees • Encouraging FAA to use metrics and qualitative surveys to provide constructive feedback on FAA and industry certification project performance • Strengthening FAA international
efforts to facilitate the timely acceptance of FAA-certified aircraft abroad • Supporting efforts to help transition the piston aviation fleet from leaded to unleaded fuel • Addressing inconsistencies in the interpretation of FAA regulations by different employees and regions of the FAA Bunce also highlighted the importance of reauthorizing the Export-Import Bank of the United States, which expires on June 30, 2015. The Bank has provided at least $1.9 billion in financing guarantees for U.S.-based general aviation manufacturers since 2012, including small aircraft manufacturers and suppliers. While the United States market accounted for about four out of every five airplane sales a decade ago, the market in 2014 was roughly evenly split between U.S. and non-U.S. sales, making the Bank’s role in facilitating exports all the more important. “At the core, GAMA has always worked to promote policies that benefit
9
general aviation manufacturers and their employees by striving to achieve the FAA certification efficiencies needed to get their products to the marketplace,” Bunce said. “Collectively, with the leadership of the U.S. Congress as well as the FAA, we have made significant strides, but there is much work ahead of us to ensure this vital and important part of our economy can be sustained and grown. I believe we are now at a tipping point where we need to see efficiency initiatives take root within the regulatory bureaucracy. We will only realize this goal through the collective focus of policymakers, regulators, and industry on change management, and I want to thank Chairman Ayotte, Ranking Member Cantwell, and other members of the Subcommittee for convening this important hearing to discuss solutions.” A copy of Bunce’s testimony is available at http://www.gama.aero/ node/13422.
Have an event coming up? Submit it for publication in the online events calendar at www.inflightusa.com
nta to an the are to eranica of eral on-
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In Flight USA Celebrating 30 Years
Julie Clark’s Amazing T-34
A Patriotic Tribute in Red, White & Blue!
See Julie Perform in her Beautiful T-34 Mentor May 16 at Salinas Municipal Airport’s AOPA Fly-in June 19-21 at Air Show San Diego, Gillespie Field, Ca. Tempest and Electroair have joined Julie Clark to provide show fans with the best show season yet!
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May 2015
Editorial: Spring has Sprung
Continued from Page 6 But like most electronic gadgets, one becomes used to it. Controls and switches are arranged to fit personal desires, the advantage of building your own plane. Earl’s engineering skills show through with a well-designed, logical, and safe cockpit. With no transponder or IFR capability, some might snub this simple layout. But it works, is cheap, reliable, and easy to maintain. This writer has flown coast to coast with similar equipment many times, with few hitches in the git-a-long. With simple, thoughtful upholstery, the plane looks almost like an upscale factory machine. Entrance is through a large canopy that opens forward, with proper step and grab points clearly marked. At 44” wide, our 6’1” frames slip in nicely, with good shoulder room, but there is limited leg space, not uncomfortable, just limited. The seating is slightly reclined, my personal favorite. It is comfortable for long trips. Two sticks are installed versus the standard center stick and left side toe brakes are used. We are two pretty big guys, but with an empty weight of a remarkable 766 lbs., and a gross weight of 1,320 lbs., the little Zenith can carry its full 30 gallons of fuel and still pack in another 20 or 30 lbs. of old guy stuff. Try that in a lot of other planes! The 120 hp Jabiru 3,300 has the same 200 cu. inches used by the ubiquitous Continental O200 but employs six cylinders instead of four. The result is a very smooth running, quiet engine that burns just more than six GPH of auto fuel. With a conservative endurance of 4.5 hours of flying time and a conservative cross-country TAS of 120/125 mph, it has a range of more than 500 miles with reserve. Add to these figures a demonstrated service ceiling of 14,000 and one begins to realize that this little “toy” plane is not a toy. Our fun trip to Ponca City’s famed breakfast began early in the morning from Cushing, a town that is famed (at least locally) for being the major oil storage and distribution junction for all oil activity in the U.S. Cushing is the final destination for the controversial oil pipe line planned to run down from Canada. With one long paved runway and three grass runways, Cushing airport is very popular for tailwheel and antique training. The Zeniths direct steering nose wheel (like a Cherokee) is light and responsive, with braking effective and easy to use, no fancy ankle twisting is needed. A well-designed checklist covers all one needs to know for the run up and prefight. Take-off acceleration is quick with less than 500 ft. needed to get airborne,
but one is cautioned not to over rotate on take-off. Pitch control is light and kicks in all at one time. The initial climb attitude is very nose high, with restricted forward visibility, and even with a cruise clime at 90/95 mph, S turns are a good idea. The initial rate of climb will show 1,100/1,200 FPM. Our cruising altitude of 3,500 ft. was reached quickly with a cruise power setting of about 2,700 rpm resulting in an indicate 125 mph, a bit faster than was expected. It was a cool day. The nose is lowered considerably in cruise flight and overall visibility is excellent. Pitch remains sensitive while roll is a bit heavy. The Zenith does not have a vertical fin but utilizes a “flying rudder.” Very little rudder is needed to maintain coordination and yaw stability is excellent. This writer feels that it is important for those seeking to fly this, or other “unique” airplanes, to receive dual instruction from a qualified CFI. My brother holds a Letter of Deviation Authorization (LODA) for his Zenith, which permits him to conduct commercial instruction in the plane, helping the Zenith community improve pilot skills. One can learn more about this type of training on www.EAA.org, or by calling the number listed at the end of this article. The hometown of Oklahoma State University (Stillwater) rolls by on our left about halfway to our destination. The GPS dutifully kept track of our position while Earl played with a new iPad type nav gadget, except it is not an iPad or ForeFlight. I think the computer won. In no time, we are making a CTAF call to check in with a number of planes already in the pattern. This place can feel like an AirVenture arrival when the weather is really good! One slows to 80 mph on base leg, lowers the electric flaps, and works it down to 70 mph on final. The nose gets quite high at this point, and the “pointy” front end of the plane can make runway alignment a challenge. Practice and training resolves this quickly. One shoots for 60 mph over the fence, and there is still a lot of flare control left. This pilot came in just a bit hot, maybe because the aroma of spiced sausage cooking on the grill filled the cabin as we approached the runway. I simply explained that my excess speed was planned, as it gave me more time to practice with the alignment issue. I do not think he bought it. I finally convinced the little plane to land, with a roll out of well under 500 ft. The really fun part of this adventure is taxying in and joining the pilots walking the line and telling lies about their planes. One does not look for Continued on Page 12
May 2015
NATA OFFERS SENATORS VIEWS www.inflightusa.com
The National Air Transportation Association (NATA) on April 27 provided the Senate Aviation Subcommittee with its views on the upcoming FAA reauthorization in advance of its hearing entitled, “FAA Reauthorization: Aviation Safety and General Aviation.” The Association’s President and CEO Thomas L. Hendricks covered a number of aviation businessrelated issues including the FAA’s organizational structure, regulatory consistency, and aviation tax policy. Hendricks discussed the importance of timely action on a multi-year bill noting, “As a result of the last FAA reauthorization bill, NATA member companies have been able to confidently proceed with their own investment plans, but that confidence to invest will be undermined by a protracted reauthorization process.” FAA organizational structure – “NATA urges lawmakers to build on its work that began in the last reauthorization and continue to assist the agency toward a more efficient operating structure. However, changes in the relationship between the agency’s air traffic control operation and its safety regulatory component should be carefully viewed in terms of the problem to be addressed, and whether the solution will continue to maintain a stable, safe and efficient sys-
LAS
tem that protects access for all users of our system.” Consistency of regulatory interpretation – “NATA appreciates the Subcommittee’s review last week of certification issues and hopes its reauthorization legislation will also consider the impacts to aviation businesses created by the inconsistent interpretation of FAA regulations…The 2012 FAA reauthorization created an FAA/Industry Committee, the “Consistency of Regulatory Interpretation Aviation Rulemaking Committee (CRI ARC)” to address this issue. It is important the panel’s recommendations, particularly the creation of a Master Source Guidance System, be implemented as quickly as possible.” Maximizing use of existing FAA resources in support of aviation businesses – Hendricks provided the Subcommittee with several areas where agency operations might be streamlined noting, “Regardless of the resolution of the debate about the FAA’s current organizational structure and funding discussed above, it is unlikely the regulatory functions of the agency can expect to see dramatic increase to its funding. As a result, the agency must maximize the use of its existing resources.” Tax policy – Hendricks provided
ON
FAA REFORM
Subcommittee members with views on three issues of tax policy that impact aviation businesses including: application of the federal excise taxes to aviation management services, the diversion fuel tax revenue from the Airport and Airway Trust Fund and pro-business investment policies. Hendricks closed, “While maintaining the status quo risks our nation’s
A
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supremacy in aviation, it is equally true that radical change to the FAA’s management structure and funding poses equal risks, including to the safe and stable nature of the world’s best air traffic control system. We look forward to working with the Subcommittee and agency toward continuing to operate the world’s safest and most efficient aviation system.”
P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254
Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor..........................................................................................Annamarie Buonocore Production Editors ..............................................................................Anne Dobbins, Toni Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen Staff Contributors..................................................................................................S. Mark Rhodes, .........................................................................................................Larry Nazimek, Joe Gonzalez, Columnists ....................................Steve Weaver, Stuart Faber, Larry Shapiro, Ed Wischmeyer, ..................................................................................................................Marilyn Dash, Ed Downs, Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
Lafferty Aircraft Sales, Inc. 47 Years Experience • Sales • Brokerage • Acquisitions
1971 COLEMILL FOXSTAR 58 BARON 5963 TT, 923/22 SMOH, dual Aspen EFIS panels, Garmin 750W & 430W, active traffic, STec 55XAP/FD, GAMI’s, VG’s, hot windshield, boots, alcohol 4-bladed props, EDM-760 GEM, winglets.
1975 B55 BARON 5677 TT, 100/1498 SMOH, Garmin GNS-530W & 430, GTX-330 Mode S xpdr w/TIS, stormscope, C-IV AP/FD, GEM, fuel flow, large cargo door, Pulselite, Bose Interface.
1982 PRESSURIZED 58 BARON 3320 TT, 830/830 SMOH by RAM, G-600 PFD/MFD w/synthetic vision, GTN-650 w/fuel flow & WAAS, GDL-69A data downlink w/XM wx/radio, TCAS, stormscope, KFC-250 AP/FD/alt preselect /YD, known ice, EDM-960 engine management, VGs, low thrust detectors, standby gyro.
1973 E55 BARON
1968 V35A BONANZA
NEW PAINT, 2478 TT, 866/866 SFRMN, Garmin 530, HSI, stormscoep, C-iii, VG’s, GAMI’s, boots, alcohol props & windshield, fuel flow, large cargo door.
4398 TT, 1452 SMOH, 1073 STOP, dual Collins Microline, King DME & ADF, HSI, STec-30 w/altitude hold, GEM, flap & gap seals, 4-place intercom w/music input, large baggage door.
1977 BEECH V35B BONANZA
1984 TKS ANTI-ICING MOONEY 231
4209 TT, 147 SMOH, GNS-430, KX-155, DME, HSI, STec 60-2 AP w/YD, standby horizon, EDM-700 engine analyzer, dual yoke, fuel flow, large cargo door, electric attitude indicator, Rosen sun visors.
3037 TT, 1267 SFRMN, Garmin 430, MFD, PMA-7000S audio panel, GTX-330 mode S w/TIS, stormscope, KFC-150 AP/FD, TurboPlus intercooler, GAMIs, Merlyn wastegate system, fuel computer, GEM, pulse oxygen system, ski tube.
1979 CESSNA TURBO 210N
1960 PIPER COMANCHE 180
7753 TT, 481 SNEW, Apollo radios, dual Nav/Coms, GPS, MFD, DME, stormscope, Cessna 400B AP, JPI GEM, 6-place oxygen, hot prop, intercom.
4048 TT, 849 SMOH, King digital radios, DME, ADF, GEM, Horizon digital tach, air/oil separator, Knots 2U aileron & flap gap seals, E.I. digital volt/amp gauge.
Telephone: (408) 293-5352 • Web: www.Laffertyair.com • E-mail: sales@Laffertyaircraft.com 1885 De La Cruz Blvd. Suite 100, Santa Clara, CA 95050 • San Jose International Airport
FAA SUMMARY GRANTS SPEED UAS EXEMPTIONS
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In Flight USA Celebrating 30 Years
May 2015
The “summary grant” process the Federal Aviation Administration used last month to issue 30 Section 333 unmanned aircraft systems (UAS) is another example of how the agency is using a flexible regulatory approach to accommodate this rapidly evolving technology. The new approach will speed up Section 333 exemption approvals for many commercial UAS operators. Section 333 is the part of the 2012 FAA reauthorization law that lets the Secretary of Transportation determine if certain low-risk UAS operations can be authorized prior to finalizing the small UAS proposed rule published this February. Although the FAA still reviews each Section 333 petition individually, the agency can issue a summary grant when it finds it has already granted a previous exemption similar to the new request. Summary grants are far more efficient because they don’t need to repeat the analysis performed for the original exemption on which they are based. Summary grants are a tool the FAA can use in all exemption areas, not just UAS. The FAA’s experience in reviewing the Section 333 petitions shows they generally fall into two categories:
film/television production and aerial data collection. Most exemptions in these categories will likely be handled through the summary grant process. For unique requests, the agency will still publish the petition in the Federal Register for public comment and will conduct a detailed analysis. The FAA also made two other changes to the Section 333 exemption process last week: • The agency now allows operations under these exemptions by people who hold a recreational or sport pilot certificate. Previously, Section 333 operators were required to have at least a private pilot certificate. The newly added certificates are easier to obtain, and therefore less costly, than a private pilot certificate. • A third class medical certificate is no longer required. Now, a Section 333 operator only needs a valid driver’s license to satisfy the medical requirement. This change is consistent with the agency’s approach for sport pilot certificate holders, who may fly light sport aircraft with a driver’s license and no FAA medical certificate. See more information on the FAA and UAS visit faa.gov.
Editorial: Spring Has Sprung
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Continued from Page 10 the truth at such an event, but instead grades creativity. It is all in good fun, and the food is beyond description! The flight home was just as enjoyable, as is the usual routine when we fly together, we practice flight maneuvers and challenged each other’s skills. Little planes like the Zenith are made for fun flying, so one is compelled to have fun. No time limits, no rental rates to contend with, not high priced aviation gas, and the ability to maintain your own plane the way it should be maintained. The Zenith 601 XL-B qual-
ifies to be flown by a pilot exercising the privileges of a Sport Pilot, as it meets the definition of an LSA. And this is what the Sport Pilot certificate is all about, simple planes for simple fun. Yup, spring has sprung, and this writer just enjoyed what spring is all about. How about you? For more information on the use of this particular Zenith 601 XL-B for training purposes, or sport pilot training, call Golden Age Aviation at 918/840-2200. Join the fun!
Anna Serbinenko
• TWO LOCATIONS TO MEET YOUR AVIATION NEEDS • 620 Airport Drive, #9 San Carlos, CA 94070
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PIPER AIRCRAFT LAUNCHES THREE NEW M-CLASS PRODUCTS
May 2015
www.inflightusa.com
The M600, The M350, and The M500
At a historical product unveiling on April 13, Piper Aircraft announced three new aircraft as part of their esteemed MClass line of single-engine, pressurized, cabin class business aircraft: the M600, the M500, and the M350. “Our customers and dealers asked for aircraft with additional payload and exceptional range,” said Piper President and CEO Simon Caldecott. “They asked for increased options with the most progressive avionics and a contemporary interior. We listened and we delivered. These new aircraft each encompass the most advanced safety and connectivity technology available today in an ambitious, aesthetic package.” The Piper M600 is a significant product advancement, featuring a new, clean sheet design wing and a sophisticated Garmin G3000 touchscreen-controlled glass flight deck. The M600 seats six and is powered by a Pratt & Whitney PT6A-42A 600shp engine. The aircraft has a maximum cruise speed of 260 KTAS/ 482 km/h, a max range of 1,300 nm / 2408 km, and a max payload of 1,200 lbs. / 544 kg. The G3000 avionics suite is the next generation of Garmin architecture, offering the most comprehensive, intuitive, and technologically advanced package on today’s market. The M600 will be available before year’s end and is listed at a competitive price of $2.82 million. The Piper M500 features the latest in Garmin G1000 avionics, enhanced safety features, and a number of other significant product improvements. The sixplace M500 is powered by a Pratt & Whitney PT6A-42A 500shp engine, sports a 260 KTAS / 482 km/h max cruise speed and has a range of 1,000 nm / 1,852 km. Equipped with an improved Garmin G1000 avionics suite featuring the most advanced safety features available in any single engine turboprop aircraft, the 2015 M500 is listed at a competitive price of $2.26 million. The Piper M350 comfortably seats six with club seating. It is powered by a Lycoming TIO-540-AE2A 350 horsepower engine, sports a 213 KTAS / 395 km/h max cruise speed, and has a range of 1,343 nm / 2,487 km. The aircraft
The M350
The M500
The M600
(Piper Aircraft)
(Piper Aircraft)
(Piper Aircraft)
comes standard with an improved Garmin G1000 avionics suite, with the latest safety features, including a hypoxia recognition feature with an emergency descent mode. Additionally, the aircraft has a new digital fuel quantity system from Ametek. The 2015 M350 is listed at a competitive price of $1.15M million. “As part of our ongoing product improvement initiatives, we saw an opportunity to give our customers the latest advancements in proven avionics technology for safety, efficiency, and performance, among other upgrades,” added Caldecott. “Our new M-Class line has been completely reimagined and revolutionized, while maintaining the compelling value proposition for which our products are known.” For more information, visit www.piper.com.
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1977 CESSNA 340A ‘RAM SERIES VII’ 4599 Total Time, 333/333 Since Major Overhaul on RAM 335 HP engs. 333/333 on factory new Hartzell ‘Scimitar’ props. Known Ice (recent boots). King digital IFR with KMD-850 MFD w/IHAS-8000 EGPWS & TAS. SANDEL EHSI, King ART-2000 Color Radar, KLN-94 GPS, Strikfinder, Insight EGT/CHT, Shadin FF, 400B IFCS AP/FD w/YAW, S-Brakes, 183 gals, Fac A/C, Intercoolers + much more! Nice P & I. Northern Nevada last 30 yrs. Fresh May 2015 Annual!! ...............................................................................................Reduced from $259,500 to $229,500
1947 PIPER PA-12 CUB ‘SUPER CRUISER’
1965 MOONEY M20E
969 TTSN! 27 hours since complete airframe restoration. 27 hours since engine overhaul: Lycoming O-290-D2 140 H.P.! NARCO 120 COM, AT-50A TXP w/ AKC 30 Enc, Cleveland W&B. Optional Electrical System. Complete & Original Logs – Including original Test Flight on 1-27-1947. annual. An incredible value! Fresh .........................................Price $59,500 OBO
3448TT, 713 SMOH Western Skyways, Garmin GMA-340 Audio Panel, GNS-430 COM/NAV/ GPS, GTX-327 TXP w/ENC., Loran-820, MX170B NAV/COM w/GS, Wing leveler (works!),Recent ‘201’ Windshield, gap seals, GAMI injectors + More. Same owner Since 1971!..............................................$44,950
1979 PIPER SENECA II
1981 BEECH F33A
6251 TT, 576/1003 SMOH eng & props. Certified Known Ice option, Speed Brakes, Two 15 Gal Locker tanks (150 total), Garmin 430 GPS, GMA-340, GTX-330 w/TIS, ASPEN EFD, KWX-56 C-RDR, Co-pilot Inst w/HSI, EDM-760, VG's, T-Plus Intercoolers, GAMI Inj. & much more! All logs, NDH. Good P&I. Hangared in N. Nevada. ......................................$124,500
22886 TT, 632 SMOH on Continental IO-520, 1393 SOH Propeller, Complete & original log books since new; King Audio Panel KMA-24, Garmin GNS 530 Com/GPS w/WAAS, Garmin GDL-49 Weather Link, King KY-196 Com, King KN-53 NAV w/Glideslope, Century 2000 Auto Pilot (2 axis), Insight Strikefinder Stormscope, and lots more! Options include Avionics Master Switch, Dual Toe Brakes, Softcom 4-place Intercom and more! This well-equipped, hangared aircraft shows pride of ownership!.............$154,500
1978 GRUMMAN AMERICAN AA-5B ‘TIGER’ 1871 TT Since New. 311 hrs SFRM, 560 hrs SNEW Prop., NARCO + TKM IFR, 612 Loran, ADF, NAV Tracker A/P (w/VOR Coupling), Split Nose Bowl. NDA. - Fresh April 2015 Annual. Hangared in Carson City (KCXP), Nevada .......................................$53,500
2006 AMD ZODIAC CH 601 XL 535 hrs TT since new. DYNOIN D10, NAV COM KX155/VOR 208, TRANS GARMIN 327, GPS 196, PM 1000/ Intercom, Two Person push to talk.Electric Trim,FullGyroPanel ..................................$44,950
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14
DIXIE WING TO PARTICIPATE IN FLYOVER OF NATION’S CAPITOL IN HONOR OF WWII VE DAY
In Flight USA Celebrating 30 Years
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North American P-51D Mustang Red Nose.
The Dixie Wing of the Commemorative Air Force (CAF) will participate in the Arsenal of Democracy, a largescale flyover of our nation’s Capitol to mark the 70th anniversary of Victory in Europe (VE) Day on May 8, 2015. The Wing, based in Peachtree City, Ga., will send its P-51 Mustang, FG-1D Corsair and SBD Dauntless Dive Bomber to join dozens of vintage WWII-era aircraft for this historic event. The Arsenal of Democracy World War II Victory Capitol Flyover will consist of 15 historically sequenced warbird formations representing the major events of WWII, beginning with Pearl Harbor and concluding with a tribute to those still missing in action. Organizers are expecting more than 40 planes to participate. A ceremony to mark the occasion will take place at the National WWII Memorial. The Dixie Wing’s P-51 Mustang will participate in
FG-1DCorsair
(John Willhoff)
the Ploesti Raid portion of the flyover and will be joined by two other CAF Mustangs from the Red Tail Squadron and the Gunfighter group, based in Texas. The Wing’s Corsair will participate with the Iwo Jima group, and the SBD Dauntless will be in the group representing the Battle of Midway, when SBDs helped change the course of the Pacific war by sinking four Japanese carriers that had been involved in the attack on Pearl Harbor. About the Dixie Wing The Dixie Wing of the Commemorative Air Force (CAF), based at Atlanta Regional Airport (Falcon Field) in Peachtree City, Ga., is dedicated to preserving World War II aircraft and related war history. A flying museum, the Wing has six operating aircraft, several of which are available for rides. Additional vintage aircraft are Continued on Page 18
(Luigino Caliaro)
May 2015
www.inflightusa.com
15
16
RUTANRC TO LAUNCH CAMPAIGN TO DEVELOP RC SPACESHIPONE AND WHITE KNIGHT
In Flight USA Celebrating 30 Years
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May 2015
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Rutan RC will launch its series of RC models of Burt Rutan’s designs with the White Knight and SpaceShip One. RutanRC, a company formed to develop, manufacture and distribute innovative RC (radio controlled) model aircraft, announced its launch of a Kickstarter campaign to fund the tooling, development and initial production of its first models; Burt Rutan’s epic, awardwinning SpaceShipOne and White Knight. For the Kickstarter campaign, visit https://www.kickstarter.com/ projects/1577292483/radical-revolutionaryrutan-now-fly-your-own-space Burt Rutanʼs SpaceShipOne, carried aloft by White Knight, rocketed into space to win the Ansari X-Prize for the first privately funded, manned spaceflight. Backed by Microsoftʼs Paul Allen and Richard Branson’s Virgin Galactic, it cost only a fraction of a NASA launch and amazed everyone with its bold innovation. Five of his radical, visionary designs have landed in the Smithsonian’s collection of aviation milestones. The WK and SS1 scale replicas will deliver the same radical and revolutionary look as the originals, with the White Knight measuring an impressive 6’ wingspan and the ducted fan SpaceShipOne’s wingspan is 16.5”. Both models will be built with durable foam, carbon fiber reinforcement and adhesive stickers mirroring the original. Proposed MSRP is $299 for the combo WK and SS1, but this unique combo-model is available during the Kickstarter launch for $169. Delivery is projected for
November, 2015. As a child, Burt built model aircraft and the hobby became a way to learn the science of flight. Now he wants RutanRC to provide new tools to future aero designers. “Model aircraft were an important part of SpaceShipOne development and used in many levels of testing for aviation and space exploration,” says Rutan. Burt’s goal is to inspire innovation in aeronautics and space through accessible experimentation with models of his radical craft.
The Partners
Dan Kreigh worked with Rutan as a Scaled Composites engineer on many Rutan designs, including the original SpaceShipOne, is now, designing and building RC-model prototypes of them. Jeff Corsiglia led R&D for AirHogs®, creating such firsts as HELIX +4. SharpShooter, and other RC hits. Jeff’s product development and mass market experience will help deliver Burt’s vision and Dan’s model expertise to enthusiast’s hands. Lastly, Burt Rutan, the man described by Newsweek as “the man responsible for more innovations in modern aviation than any living engineer ” will be an advisor to RutanRC on design and functionality as well as an ongoing source of innovation.
May 2015
Contrails
D
by Steve Weaver
uring the early 1970s, not long after the EAA moved their big convention from Rockford to Oshkosh, the gang of malcontents that hung around our little airport in Buckhannon discovered EAA Oshkosh. Once they attended their first convention, they were hooked on the great gathering and became such fans that they would usually start planning for the next year’s trip during the flight back from this year’s event. A week of gleaning memories under the big Wisconsin sky always provided enough airplane discussion and arguing fodder to get our office’s daily assemblage of loafers through the year until it was time to do it again. Although I was running the little airport, I counted myself as part of the group of aero nuts that would rather talk about airplanes than eat when we were hungry. I was just as eager as the newest student pilot to visit the assemblage of all things aeronautical that graced Cheeseland in summertime. Remember, we were country kids, and our exposure to airplanes that were extraordinary was for the most part limited to what we would read about and see pictures of in flying magazines. All at once, the trip to Oskosh provided the real thing, acres and acres of antiques and fighters and biplanes and bombers and homebuilts. I for one, found it more intense than I could find the words to express. It took my breath away. Anyway, for several years, come summer, it was Oshkosh by Gosh for our group. There were many memorable trips in various airplanes, the first of which was the infamous flight in the Cherokee Six with a load of my students, when, lacking the needed Sectional where Oshkosh was located, I landed at Fond du Lac while talking to OSH tower, much to my eternal embarrassment.
www.inflightusa.com
GOING
TO
17
MECA
For several years, the journey to Oshkosh was the highlight of the year. Camping was just part of the adventure. (Steve Weaver) There was the year we went in a Martin 404, owned by a friend of mine, who, ruing that he had missed the era of round engines flying and having a passion for big radials, bought a 404 and started a travel club. I remember arriving in the big airplane, an airplane giant in a Lilliputian aircraft world, and here came Paul Poberezny himself, mad as a hornet and yelling because we had dented his grass. After the excitement died down though, I remember feeling very smug about being the only campers with an upstairs bathroom. The journey to OSH that is strongest in my memory though, is the one that took the longest to travel the six hundred or so miles from West Virginia to Oshkosh. As I recall, it was 11 hours in our J-3 ‘Sundance,’ in the company of four other delightfully old and slow airplanes, a mix of Cubs, Champs and an Aeronca Chief. A friend of mine owned the other J-3, and he had just overhauled the engine. Although he couldn’t make the trip, he
thought it would make an excellent run in for the engine, so he volunteered the ship to accompany us if I could find a pilot for it. I did find one, sort of, in the person of my old buddy Larry. While an experienced pilot, Larry was a little short on taildragger time – very short in fact. I think it was Bob Hoover who once proclaimed the J-3 to be the safest airplane ever built. “It can just barely kill you,” he said. With that in mind, I handed the Cub over to Larry, along with my brother-inlaw, The Moose, a non-flyer who would be taking his first trip to Oshkosh. With all the airplanes loaded and ready for departure though, I had belated second thoughts about Larry’s end of things. His airplane had a...well, a splayed look about it. Larry was a big man, and The Moose hadn’t earned his nickname by being petit, and we were going camping of course, so there was that gear stuck in the few empty cubic inches of free space that remained inside their airplane. At that point though, the situation was similar to the Freight Dog’s credo of “why check the
weather, you’re going anyway.” I tried not to think about it. Once airborne, flight was a pure delight, with the five old airplanes spread across a summer sky in a loose and comfortable formation. I was elected leader of the formation, not because of any skills I possessed, but because Sundance had apparently come from the Piper factory with the optional 10-knot built in headwind. It was the slowest of the formation, so in order not to lose me, everyone throttled back and flew on our ship. It was at our first fuel stop at Zanesville that we began to notice a problem. As we taxied in for fuel, I, the everconscientious flight leader, counted our aircraft. One was missing! As we piled out of our airplanes, there was a mighty roar, and Larry burst from the weeds on the north side of the runway where his ground loop had deposited him, taxing to join us and trailing debris from his expedition. Of the five stops we made for fuel on way to Oshkosh, Larry ground looped three of them. As we learned that these ground aerobatics didn’t seem to harm the airplane, it became a perverse form of entertainment to see where Larry and The Moose ended up. The Moose, a man of few, actually of almost no words, was asked at a fuel stop how he was doing, said in one of the longest sentences I had ever heard him utter, “my head is killing me.” Over the open and rolling cornfields of Indiana, we slowly bled off altitude until the tops of the tasseled corn tickled our tires, and we made slow, sweeping turns to avoid farmhouses and barns as the sweet smell of summer caressed us through the open side of the Cub. Life at that moment was very, very good.
Steve Weaver Aircraft Sales Purveyor of Quality Aircraft Since 1968 Route 3, Box 696, Philippi, WV 26416
Phone: 843.475.6868 Fax: 803.753.9761
Website: www.steveweaver.com • e-mail: airplanes@steveweaver.com “Are you looking to move up in aircraft ownership? Your perfect aircraft may be privately owned and cannot be traded for. Let me turn your present aircraft into cash and more than double the number of airplanes available to you.” Steve Weaver Let 43 years of experience go to work for you.
FASTER THAN
18
A
SPEEDING BULLET
In Flight USA Celebrating 30 Years
By Donia Moore
From Here to…
On Dec. 5, 1941, Colonel Robert E. Thacker, or “The Colonel,” as friends and admirers know him, was ordered to fly a new B17 E bomber from Seattle to his home base in Salt Lake City. A pilot in the Army Air Corps, the El Centro native had flown many aircraft, but never in the pilot seat of a B17. His commanding offi-
cer brushed that aside. In addition, the navigator assigned to his crew was so recently graduated that he still wore his cadet uniform. He was younger and less experienced than the Colonel. They took off on a cold, crisp, star-studded night flight over the southwest to test their skills before heading to Salt Lake and ended up in Tucson overnight due to snowy weather conditions. The top general in the Army, General George Marshall woke them unexpected-
ly the next morning. With no warning or explanation, he ordered them to attach themselves to a flying convoy of 13 other bombers headed to the Philippines via Hawaii. None of the planes were armed. The Colonel called Betty Jo, then his wife of nine months, to tell her of his change of orders. The crew didn’t even have time to pick up their cars or their laundry before they had to leave. Betty Jo and a girl friend drove all night through the deep snow of Donner Pass, from their home in
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The Colonel and Betty Jo. (Courtesy of Don Kindred ) Salt Lake City to Hamilton Field, 20 miles north of San Francisco. When the military wouldn’t let her on the base, she cried until they gave in. After dinner with him at the Officer’s Club, she watched him taxi out to the runway, not knowing when she would see him again. He flashed his landing lights at her during takeoff to say goodbye. Continued on Page 19
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Dixie Wing
Continued from Page 14 being restored to flying condition.The Wing was founded in 1987, representing Georgia in the international CAF organization. The all-volunteer membership includes mechanics, pilots and men and women from all walks of life who keep the fleet operating. More info at www.dixiewing.org
About the Commemorative Air Force
Collecting and flying warbirds for more than half a century, the Commemorative Air Force (CAF) is the largest flying museum in the world. The CAF is a non-profit educational organization dedicated to honoring American military aviation history through flight, exhibition and remembrance. The organization feels this is best accomplished by keeping the aircraft flying. The CAF has approximately 13,000 members and a fleet of more than 160 airplanes assigned to 70 units across the country. These units, composed of CAF volunteer members, restore and operate the planes, which are viewed by more than 10 million spectators annually. Visit www.commemorativeairforce.org or call (877) 767-7175 for more information. Arsenal of Democracy webiste www.ww2flyover.org
May 2015
www.inflightusa.com
Faster Than a Speeding Bullet
run for the swamp at the end of the runway, rather than to the hangars, which were soon blown sky high with other crews inside them. “One of the crews that arrived shortly before we did were on the flight line watching us land when they were strafed by the Zeros,” remembers the Colonel sadly. While we may never know the details, the Colonel believes that the Pacific Command had some inkling that trouble might be brewing and that was one of the reasons for the unusual orders to fly the bombers into the
The Colonel today. (Courtesy of Don Kindred )
Continued from Page 18
Whale Spouts?
The trip was uneventful, but it was a long 14-hour flight, and the Colonel and his crew were looking forward to a break in Honolulu before continuing on to the Philippines. As they drew closer to Hawaii, they were puzzled as to why there was no radio communication from Hawaii’s Hickham Airfield. The navigator had directed them all the way across the Pacific using only three “star sights” and he was right on target. They could see Diamond Head, but still the radio engineer kept spinning his dials and couldn’t get a signal. “It was eight in the morning of December 7. We had heard about the whales in Hawaii, and we thought we were seeing whales spouting until we got close enough to see that the ‘spouts’ were anti-aircraft artillery shells raining back down and the Japanese Zeros blowing up the battleships still in Pearl Harbor.” They watched as the helpless ships with their crews sank where they were moored, fireballs erupting from fuel storage facilities, smoke plumes signaling where the Arizona went down. He found himself zig-zagging through the hostile fire of Japanese Zeros and dodging friendly anti-aircraft fire during the surprise Japanese attack on Pearl Harbor. He and his exhausted crew had been out of range of radio communication and had no idea that the island was under attack. The radio suddenly crackled to life and cleared them for landing, affirming the ongoing military action. They were almost down when a Japanese Zero shot off his plane’s right wing, destroying the brakes. Only his superior flying skills got them landed safely at Hickham Airfield. He ordered his crew to deplane and
region. He does recall writing letters home to Betty Jo telling her that the American navy was lying on the bottom of the sea, letters that were so heavily censored that any mention of what happened in Hawaii was cut out.
Never Lost a Man or Aircraft Under My Command.
Stories about his daring are legion. He flew missions in every military theater in World War II, Korea, and Vietnam,
19 including D Day missions in Normandy. In Port Moresby, New Guinea, he outran three Japanese Zeros that cornered him over the Owens Valley Range in the Battle of the Coral Sea. In Korea and Vietnam he flew high altitude secret missions. Highly decorated by a bevy of grateful nations, his proudest claim is that he has never lost a plane or a man under his command. His marriage to his beautiful Betty Jo after a whirlwind courtship lasted for 72 years. The Colonel proudly Continued on Page 20
20
GYROCOPTERS: 15 MINUTES In Flight USA Celebrating 30 Years
“N
By Shanon Kern
either snow nor rain nor heat nor gloom of night stays these couriers from the swift completion of their appointed rounds” - US Postal Service Creed On April 15, Doug Hughes, a U.S. Postal Service mail carrier, flew his gyrocopter from Gettysburg, Penn. to Washington, D.C. He flew through the
restricted airspace surrounding the nations capital and landed on the west lawn of the capital. The purpose of his flight was to deliver letters addressed to all 535 members of Congress calling for campaign finance reform, and to place a spotlight on corruption in Washington, D.C. Luckily for the general aviation community, the spotlight was on for more than just campaign finance reform and corruption. Within hours after his
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flight, Google searches for gyrocopters went up 2,000 percent from the previous five years of searches. The “Aviation experts” from the network news agencies explained to viewers what gyrocopters are and how they fly. For three days, as the searches continued, the country seemed to be completely enamored with gyrocopters and ultra-light aircraft. The fallout from Hughes act of civil disobedience has resulted in newly discovered flaws in radar monitoring and
security surrounding our nation’s capital. Hughes’ gyrocopter was able to fly through the SFRA (special flight rules area) undetected by surveillance and radar. After landing on the U.S. Capital’s west lawn, Hughes was arrested within minutes by Secret Service and Capital Police. According to a statement on Hughes’ website, “He was just delivering the mail.”
Dynamic Aviation of Bridgewater, Va. has decided to proceed with the purchase of President Dwight D. Eisenhower's presidential aircraft, Columbine II. The 1948 Lockheed C121A Constellation was the first presidential airplane to be called Air Force One. Karl. D. Stoltzfus Sr., founder of Dynamic Aviation and the drive behind the restoration project, says, “After
extensive inspection and repairs on the aircraft we are ready to accept it, and to proceed with closing in June. Many challenges remain before we can fly it to Virginia, but we are now confident that it is feasible.” Stoltzfus' interest lies in his desire to preserve Columbine II as a symbol of America's integrity and that of our lead-
GOOD NEWS
FOR
COLUMBINE II
Continued on Page 22
Faster Than a Speeding Bullet
Continued from Page 19 had her portrait and name painted on his bomber, which was recently on display in the Air Force Museum in Dayton, Ohio.
Test Pilot
A graduate of the Air Force Test Pilot Academy at Edwards Air Force Base, along with Chuck Yeager, the Colonel was called on to flight test new plane prototypes, such as the P-80 in 1945, the first combat ready jet. He also tested the P-82. In 1972, he flew the first experimental solar-powered 32-foot aircraft built by Lockheed. In more recent years, he has contracted out to private industry aeronautical engineers and the military to build highly accurate one-sixth scale models of military airplanes for use in testing facilities, many with real turbine engines that allow the models to travel upwards of 150 miles per hour. He has been building airplane models since he was eight years old. His very first model was a “twin pusher” that actually flew. In addition, the Colonel has found time to compete in national model building and flying contests. As for flying in full sized planes, he occasionally goes up with pilot friends, and he still loves it. Colonel Robert E. Thacker retired from the Air Force in 1970. He holds the distinction of being one of only a few officers that flew two combat tours, one
in Japan and one in Europe, during World War II. Born in 1918, he is one of a handful of pilots to have flown in every theater in WWII, with many of his missions still classified as “top secret.” He holds a number of aviation records that have still not been surpassed. One of the most amazing is the flight of a P-82 with the Colonel at the controls in 1947. He still holds the record for the fastest, longest non-stop fighter flight with maximum takeoff weight from Hawaii to New York of a prop plane. Of course, he tells people that he had to wait in Hawaii three weeks for the 20-knot tail wind he thought he’d need. At 95 years old, the Colonel hasn’t slowed down much. He still builds models and flies them sometimes as much as once or twice a week. His workshop is a veritable museum of models he has created, flown, and experimented with over the years. If he is not working on one of them, he is probably on his way down to the beach for his daily walk or playing with his friends’ pair of Portuguese Water Spaniels. His zest for living is evident. He threw himself a recent birthday party. His friends wanted to help, but he told them that when he celebrated his 100th birthday, they could pay for it. “There were 155 people there. Everybody I invited came. If I had known more people, I would have invited them!” And undoubtedly they would have all come too.
AN AIRMAN'S JOURNEY TO WOUNDED WARRIOR MENTORSHIP May 2015
www.inflightusa.com
21
By Kevin Gaddie
Eglin Air Force Base Public Affairs
24 YEARS OF GIVING PILOTS THE BEST PRICING AND BEST SERVICE!
(This feature is part of the “Through Airmen’s Eyes” series on AF.mil. These stories focus on a single Airman, highlighting their Air Force story.)
T
ech. Sgt. Ryan Delaney couldn’t be happier to be a mentor for the introductory adaptive sports and rehabilitation camp that happened here April 13-22. Delaney, a flight chief with the 412th Security Forces Squadron at Edwards Air Force Base, Calif., helped prepare approximately 45 participants in the camp and training events. He said the experience he gained through participation in two prior adaptive sports camps allowed him to relate to his fellow athletes’ triumphs and to offer a listening, compassionate ear in their tough times. “I know how beneficial the camps can be to athletes if he or she accepts what they offer,” he said. “Athletes get pushed here. When they hit that wall and say ‘I can’t do it,’ I help them remember they can do it. When they accomplish a goal and they come back to me and say, ‘you were right, and I did it,’ it’s always a good feeling. That sense of accomplishment is important in their recovery process.” Being a leader and motivator is nothing new to the 18-year Air Force veteran. “I’m in charge of 43 Airmen at my regular job,” Delaney said. “My job consists of day-to-day patrol duties; ensuring everything runs smoothly at Edwards’ gates; supervising the patrol sergeants, the desk sergeant and all day shift personnel. I make sure law and order is maintained at Edwards.” On this assignment, however, Delaney has personal experiences to share with his fellow warriors – ones that don’t involve traffic stops and police reports. Before he could help other wounded warriors with their unique challenges, he first had to learn to confront and manage his own. The first life-changing event that started the law enforcer’s journey to an adaptive camp mentor role happened during a 2007 deployment to Baghdad. Delaney was serving as the criminal investigator and intelligence officer for the joint area security group. “I contracted a skin disease on my head there, which got progressively worse over the next two years,” Delaney said.
Tech. Sgt. Ryan Delaney, an Air Force wounded warrior mentor, watches Tremayne Maxwell, an Air Force wounded warrior athlete, perfect his wheelchair basketball rolling skills during the first day of an introductory adaptive sports and rehabilitation camp at Eglin Air Force Base, Fla., April 13, 2015. Delaney, a flight chief with the 412th Security Forces Squadron at Edwards AFB, Calif., helped prepare approximately 45 participants in the week-long camp and training events. (U.S. Air Force photo/Samuel King Jr.) The disease, which has eluded an accurate diagnosis, became worse while he was on another deployment in 2009, he said. “It got so bad I was medically transferred back to Edwards,” said the Indianapolis native. “The doctors and specialists didn’t know how to treat it, or what it was.” The closest diagnosis to Delaney’s condition is dissecting cellulitis of the scalp, a rare condition where blockage of the hair follicles leads to the growth of cysts. It gives him constant pain, intermittent draining of the cysts, and requires medication. There is currently no cure. “Sometimes it’s hard to go to sleep because I can’t find a comfortable place to lay my head,” Delaney said. “However, I have made up my mind to not let it physically control me. It’s just another chapter in my book.” He recalled one incident during a base hospital visit that rivaled any pain the disease has caused. “I was picking up some medication at the pharmacy and a little kid pointed at me and told his mother, ‘He’s got owwies.’ His mom replied, ‘Yes, son, that’s why you’ll never join the military.’ That got to me,” he said. Delaney was also initially diagnosed with post-traumatic stress disorder (PTSD) in 2008, after returning from his third Iraq deployment. He was diagnosed with increased symptoms in 2012, after completing a Saudi Arabia deployment. Continued on Page 22
22
In Flight USA Celebrating 30 Years
Columbine II
Continued from Page 20 ers in that era. Plans are to fly it to Bridgewater, Va. for restoration and to then operate it on the air show circuit. Some very ambitious plans to take Columbine II to major anniversary celebrations for events of the 1940s and 1950s are under consideration. Stoltzfus says, “People thank me for leading Dynamic in the preservation of this national treasure. However, the real credit goes to Harry Oliver and Lockie Christler, its present owners, who saw its value back in the 1990s and did major work on it at that time. Without their dedication and their efforts to preserve it, it would most likely have been melted down long ago.” He continues, “While Dynamic is
May 2015
heading up this project, it could certainly only happen with the generous participation of others. Among them is Scott Glover and his Mid America Flight Museum of Mt. Pleasant, Tex. They have played a key role to this point and are dedicated to the completion of the effort. Glover and his team have provided many hours of skilled labor and support in various ways.” No date has been set for the flight to Virginia. Present hopes are to have the aircraft fully airworthy and to fly it home as a certificated aircraft rather than on a ferry permit, which obviously extends the time needed to prepare it for flight. Periodic updates on Columbine II may be seen at www.john2031.com/columbine/main.html
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Continued from Page 21 Issues in his work and personal life had come to a head. “I became severely depressed,” he said. “I wasn’t sleeping or eating. A good friend of mine pushed me to get help.” The Airman was sent to the Salt Lake Behavioral Unit in Salt Lake City, where he underwent two months of treatment with the Freedom Care Program, a specialty inpatient program structured to meet the needs of active-duty service members, veterans, retirees, and their families. The program was the first step toward tackling his challenges, Delaney said. “I learned how to face my problems and deal with them, instead of letting them compound themselves,” he said. “The program helped me cope with the depression, not sleeping, not eating, which were all brought on by PTSD.” Next came follow-on counseling and additional assistance, which have also helped him make a huge turnaround in his life. “The help I’ve received equipped me to deal with my issues,” he said. “Now, I can relate to people with similar issues. I can take an issue I may perceive as a negative and not let it compound itself. I can now deal with a negative issue before it gets beyond my control.” Delaney also suffers from minor curvature of the spine, brought on by years of carrying gear in his security forces job. However, he won’t allow anything take his eye off the endgame. “I can’t let any of that control who I am,” Delaney said. “I have a goal. I want to retire from my Air Force career with 20 years of service.” Delaney said when he feels he’s at a
low point, he’s comforted to know he has resources to rely on for strength, comfort, and perspective. “I’m thankful to have the support of my brothers and sisters in security forces, and in the wounded warriors program,” he said. “Even if I’m not at camp, no matter how bad a day I’m having, I can pick up the phone and call a peer at a base, or I can call a warrior teammate. It’s been amazing.” Delaney has encouraged many of the athletes at the camp to go beyond their perceived limits. He showed one wheelchair basketball participant, a stroke victim who lost the use of his right hand, how to maneuver his wheelchair and shoot a basketball, left-handed. “When we got into the scrimmage, he went from ‘I can’t do it’ to an enthusiastic ‘I’m doing it,’” Delaney said. “That made a real impact on me.” The father of two said he has found a sense of family through camaraderie with his fellow wounded warriors. “Within five minutes of walking around this camp environment, anyone can see the special connection we have,” he said. “If one person falls down, we’re all there to pick them up.” Delaney said, though he’s better, he still has good days and bad days. Over the last two years, things have slowly fallen into place. He points to the adaptive camps as playing a major role in getting his life back on track. From where he was in 2007 to now, Delaney said he’s glad for all the good fortune that has come his way. “I’m happy and healthy, as much as I can be,” he said. “Now that I’m at the twilight of my career, I’m thankful for the opportunity to serve my fellow wounded warriors as a mentor.”
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24
In Flight USA Celebrating 31 Years
WITH A VERY HEAVY WEAKER HEART HERE I GO! H
May 2015
W h a t’ s U p ! ?
ey Lar, have an accident? “No thanks, I just had one.” I know, I know... But there are many lessons to be learned and shared here, and I have a chance to use some of my old faithful bad jokes to tell my story. Since I’m running out of money, send me a dollar and a note reminding me how many times you’ve heard me say, “Pilots have no common sense, and I think it doesn’t exist in General Aviation.” Then I could buy that house in the country I always wanted. Because I am in the middle of what some of you might call a legal situation, I’d call it an inconvenience or a contribution to my lawyer’s retirement fund. I’ve been told anything I write could be used against me...hummm, the truth could be used against me...what an interesting concept. If I write anything in this column that has any legal value, then I want a raise. Time and time again, I beg all of you to take a moment for a safety briefing... hell, even I do it. How hard is it to tell your passengers how to get out of a spam can, (airplane) and how many of you do it correctly? Maybe explain some of the reasons one might have to do it. I’d list some of them here, but then I’d lose you while you finish laughing. The fact of the matter is that I could fill this page with dozens of suggestions on how to stay safe when aviating. Now I know many of you have heard all the stories about my incident I was a victim of. I’ll share more with you when its appropriate, but I will accept invitations to speak to your groups, club, cellmates, and ex-wives. I do ask for expenses to be covered, and I prefer not to travel commercial right now while I’m learning to use my new gizmos, including my new leg, walker, and wheelchair, but I’m learning and getting better every birthday. (If I have any left.) I’ve lost many, many, pounds... down to less than 200 of them and while I’ve slowed down a bit, learned how to ask for help and many, many rides, I’m breathing on my own most of the time. Asking for help is the hardest part for me. For those of you who will ask... yes, I’ve flown, and now I know what I can do and not do and flying is one of them. My new “motto,” Slow Lar, go slow, and be patient. No! I didn’t fly solo...I had a legal young, single and good-looking pilot in the other seat. When we landed I put my
T-210 on the market for sale because now I have limits to my skills. So what are the lessons learned? Many! You can’t do this alone...having friends makes life almost livable. I am blessed and very lucky but also very dependent. To all of you who have been holding my hands...thank you. Here’s another lesson...life will never be the same, could be better (I kinda doubt that) but I’m willing to try it. I need a list of reasons to live...mine is getting short. My bottles of pills/medicines are to be envied. I may have to put up a sign with store hours. I think Rite Aid may complain if I don’t. Boredom! This is my new backup career...and I’m failing. I must find a new direction and purpose to get up in the morning. It will take time, but I will have a life, different, but it’s a life. I see myself helping others and doing some creative and hopefully funny motivational speaking that has purpose and value. Even the Airshow Industry has asked me back and seems to miss my humor. Plus they see my new leg as being a plus. (What?!) I’m still learning how to travel, especially commercially. I need too many toys to support me, but I’m going to get better...I hope. Right now, I need my leg, special shoes, my cane, my walker, and if possible, my wheelchair. I also need a bottle of water, directions to the lieu, and to keep people from wanting to help by putting their hands on me...I hate that...I just want a shoulder close by in case I need one. I’m sure by now there are many, many questions, and I want to answer them. May I ask that you ask them personally and let me decide how I want to answer them? This is a very serious and painful attempt at helping all of you.
Hand Propping: Tell Your CFI Not To Read This (I’m sort of quoting)
No specific FAA regulation applies to hand propping an airplane, either to prohibit it or to direct how it is to be done. Failure to follow generally accepted procedures and precautions listed in the Airplane Flying Handbook, however, could land you in trouble with the FAA. (Read more at http://pilot-protection-servic-
es.aopa.org/News/2015/April/Hand-prop ping? PPS=eBrief. 07APRIL15.Yodice) There is no specific FAA regulation that applies to hand propping an airplane, either to prohibit it or to direct how it is to be done. It’s an action that can be accomplished safely. For many of us who operate airplanes without starters, it is commonplace and, of course, necessary in order to go flying. I started flying without a starter. The FAA contends that hand propping is a two-person operation and has expressed this view in the Airplane Flying Handbook (FAA-H-8083-3A) under the section titled “Hand propping.” Of course, this publication is not regulatory, but the NTSB was surely influenced by it in a 1983 legal decision. In that case, the FAA sought to suspend a pilot’s certificate for being careless or reckless when, while attempting to start a VariEze experimental aircraft, it “got away” and ran into a parked aircraft. At the initial hearing, the NTSB administrative law judge ruled in favor of the FAA and ordered a 40-day suspension. The pilot appealed the judge’s decision to the full board. The pilot testified that he was having trouble starting the engine because it was flooded. He sought the assistance of a nonpilot companion who was instructed to reach inside the cockpit and pull the throttle back when the engine started (yes, the throttle was in the full open position). Well, the engine started, the companion failed to close the throttle and the airplane indeed “got away.” The board affirmed the administrative law judge’s finding that there had been a 91.10 (now 91.13) violation. The board maintained that, “The standard procedures set forth in the Federal Aviation Administration’s Flight Training Handbook provide that an engine should never be hand-propped unless a qualified individual is seated at the controls and the brake is set. In addition, the Handbook urges that chocks be placed in front of the main wheels and that if this is not possible, the airplane’s tail should be securely tied down.” There have been at least two previously issued NTSB (full board) decisions and one subsequent decision that refers to these generally accepted procedures and precautions for hand propping. The precedent has been set. So, hand proper’s beware; if you fail to follow proper precautions and the airplane gets away, the FAA might pursue action against you for being careless or reckless.
Larry Shapiro
Gordon Bowman-Jones
On Final
I’d like to try to end this month’s column on a cheery and happy note. It’s going to be an uphill battle with the emotions I’m now living with, but as I’m giving space from the loss of a major piece of the fabric of my life, and in our world of aviation, I can’t forget that it’s Father’s Day soon. We lost a famous father recently. (Gordon Bowman-Jones.) His kids are now adults and have kids of their own, but he was special to me as the man that brought me into the airshow world. His memorial took place at the Hiller Aviation Museum located at SQL in Late April. The “Who’s Who” in our industry was in attendance to honor the voice of aviation. There are so many other stories banging on our heads from all over the world. We’re still looking for a 777 that has been missing for so long I almost forgot about it, but now I am thinking about the family and friends of the passengers aboard that airplane. I choose to go with the story that “Aliens” took it, somehow that’s easier to pallet. Special good luck wishes and hope for my best friend...she has been a champion and inspiration to me and many others...hang in there Kimi, you’re a winner! Until next time...
Larry Shapiro is an aircraft broker, aviation humorist and fulltime grandfather of three. He’d love to have you share your thoughts and ideas for future articles. Palo Alto Airport Office: 650/424-1801 or Larry@LarryShapiro.com
May 2015
W
By Yayeri van Baarsen
REMOTE RUNWAYS: MISSIONARY AVIATION FROM A PILOT’S PERSPECTIVE
here they fly, there is often no go-around, extremely sloped landing strips consist of nothing more than dirt roads, and runways might double as the town’s main street. Meet the hardcore heroes of jungle flying: bush pilots. Papua New Guinea, Honduras, and the Philippines are just three of the more than 40 countries Joe Hopkins, founder of Mission Safety International, has flown in. With decades of experience, he has also trained many other pilots in jungle and bush flying, where morning dew can make the already short landing strips as slippery as ice, and the sudden drop off in the ravine might be only a couple of hundred feet away.
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missionary in the village about the state of the runway are also of vital importance. “If there’s just one inch of standing water, it’ll be all over your windshields, obscuring your vision, but you can probably still land relatively safely – I’ve done so. However, if the water is two to three inches deep, which looks the same from the air, there will be too much drag on the wheels, causing a tailwheel to easily tip over,” he explained. Being a missionary pilot is not for the fainthearted.
The Kodiak Quest
(Courtesy Kodiak)
From Missionary to Air Taxi
Joe Hopkins with the Shell Plaza Plane and oil derrick in the background. (Courtesy Joe Hopkins)
Pilots land in a wide variety of challenging conditions around the world. (Courtesy MAF) “I’ve landed in humid areas in Honduras where, when putting on the brakes, it felt like I was speeding up. Pumping the brakes and having crosshatched tires helps, but the most consequential instrument is a pilot’s state of mind and good judgment,” Joe said. Preplanning and keeping contact with the
25
Over the decades, missionary aviation has changed from using aircraft to spread the gospel (as the first organizations planned just after the Second World War), to mainly transport supplies to remote communities in need and assist in disaster relief work, such as with the recent Ebola outbreak. Although priests are still flown in, and churches are still planted, the pilots see themselves more as an air taxi out of necessity. “On a daily basis we transport doctors, nurses, and teachers. We also deliver supplies, such as a computer that runs on satellite with DVDs explaining how to purify water by boiling it,” said Joe Hopkins. “We try to limit ourselves to places where there are no roads or cars, whether it’s mountain, jungle, desert, or on the water. We don’t fly into established airports but instead visit areas where people can’t get to unless they fly, as another form of travel is either impossible or unsafe.” John Hook, missionary and recruiter at Mission Aviation Fellowship (MAF), described MAF as “A service organization for the needy, the hungry, the sick, the ill, and the church.” “But,” he added, “We also do a lot of aid work in Muslim countries, such as drilling water wells.” While the mission may have slightly changed, the flying environment hasn’t. Pilots still have to always carry survival equipment (such as radio, first aid kit, and gear to make a fire and build a shel-
Mission Aviation Fellowship’s Turbine Kodiak in Kalimantan, Indonesia. (Courtesy MAF/John Hook) ter) in case of a forced landing. This survival kit, also standard, includes ropes to lower yourself down if you need to land in the trees. “While flying, you’re always on the lookout for alternative landing areas,” Joe explained. The areas where missions operate are not that isolated. Joe once visited four villages on different sides of the same valley and found out they each had their own language. The fact is that people there are not used to aircraft, and their operation makes for potentially hairy situations. “One time in Honduras, I was about to make a straight approach and was already lined up when I saw what looked like a cloud of smoke on the end of the runway,” Joe revealed. “By that time, I was a couple of hundred feet off the ground, about 300m out horizontally and just ready to land. I decided against it and did another turn around. It appeared to be the right decision, as the smoke came from a burning fuse – they’d lit the fuse on some dynamite to get rid of the hills at the end of the airstrip. Had I landed, it would have blown up on my touchdown…”
Pigs On the Runway
Apart from over-eager, dynamiteusing builders, there are other runwayrelated risks. In remote areas, airstrips are hard to build, making a long, flat, and level strip a rarity. According to Captain John Hook, who has served with MAF for more than 30 years and spent 20 of those flying in Indonesia, Haiti, Africa, and South America, the really sloped runways are the most challenging. “I’ve
landed and taken off on airstrips with a grade of more than 19 percent. You land uphill and take off downhill. The minute you release the brakes and go over the edge, that’s your abort point over and gone. If something would happen then, you make the decision to either try to fly or to try and drive into a ditch off the side of the runway. But make it quickly.” Sloped or flat, on nearly every runway, the pilot has to avoid people, dogs, and pigs that are running around. In one case, the village youth thought it a good idea to put soccer goal posts on the airstrip because it was the most levelled field in the area… The weather, especially in combination with the high terrain, which causes up and downdrafts, plays a huge role too. Most bush flying is done in the morning because the afternoons are often filled with thunderstorms. Getting across ridges early in the day is an issue though: with mountains going up to 13,000 feet when the sun has just popped over the peaks, blinding the pilot but leaving the landing strip in the shadow, it’s nearly impossible to land. John Hook stated, “The basics of flying don’t change, but there’s a higher degree of difficulty in the jungle. On the job, every day is a risk, but you accept those risks, and there’s a lot that you can do to minimize them such as training, doing check flights, and making sure the airstrips are as well-maintained as possible.” Nowadays, navigation isn’t an issue, but before GPS, there were charts that had huge areas of white: unknown territory. “If you needed to get to a little Continued on Page 26
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In Flight USA Celebrating 31 Years
May 2015
Remote Runways Continued from Page 25 village that was on a river, you’d deliberately fly off course, and if you came to the river, you’d know whether to go left or right,” Joe explained. This was the way it was done in the old days. The risks involved aren’t only aviation-related. Joe once was stopped in El Salvador and placed under house arrest for two nights until he was allowed on his way. In 1985, American missionary pilot Paul Dye got captured by rebels while flying for New Tribes Mission in Colombia. He was hijacked and kept for several days until he managed to escape with his single-engine Cessna 185 (of which he had hidden the key in his shoe) in the middle of the night. Nowadays there are still hazards which, according to Joe, depend on the country and can change over the years with the political situation. “In Venezuela for example, when Chávez got the power he shut down all the missionary aviation, creating a hostile atmosphere.”
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It’s clear that not anyone is suitable for this job. “Some years ago, we looked into getting ultra-lights, as we wanted to train the preachers to obtain their licenses and be able to fly to the remote villages themselves. That didn’t work though. In these areas you’re not only the pilot, you’re your own everything. If anything is wrong with the aircraft, you need to be able to fix it, and for that, you need a professional. All pilots need to do their own aircraft maintenance,” explained Joe Hopkins. Captain John Hook, who has flown for MAF for 39 years and who has more than 18,000 flight hours in fixed-wing aircraft and 4,600 in helicopters, agrees: “The environment is so remote, each pilot is also a mechanic – more than 95 percent of our pilots have their mechanical license.” When flying in the U.S. or Europe, people on the radio are constantly looking out for you, but in the bush, you’re on your own. “Sometimes I did 15 to 20 landings a day, and all decisions were mine,” said John Hook. “You’ll have to decide about weather, airstrips, and how to figure out the loads all by yourself. You’re always thinking ahead: for example, about the amount of fuel you need. It’s so much more than just flying the aircraft – and it’s definitely not for everybody. I’ve had airline pilots with thousands of hours of experience who do a few landings with me and then say: ‘Noooooo, this is definitely not for me.’” So what makes a good bush pilot?
Captain John Hook
(Courtesy MAF)
“We used to say: ‘a farm boy,’” answered Joe. “Because they knew what hard work is. In any case, it has to be someone with responsibility and common sense.” At Mission Safety International, during a weeklong evaluation camp, the “bricks” were separated from the “sponges” and the latter, keen to learn and motivated, got through. Naturally, successful candidates were also independent workers and good decision makers. Pilots who want to fly for MAF need to have an FAA commercial, instrument, and mechanical license. Then they follow a one-year training course STOL – and mountain flying training course. After that, it’s survival training, orientation, and language course, all in the country in which they plan to work. From application, it takes three years to enter the flying field. A time of service as an MAF pilot lasts four years. Of those, 3.5 are spent flying in a remote location. The second half of the last year, you’re back in the States, “eating hamburgers and ice cream instead of snake and chicken,” laughed John Hook. He stresses the fact that mission aviation involves the pilot’s family, who also moves into the developing country. “It’s important for the entire family to learn the culture of the country they’re flying in – otherwise, it’s just frustrating. Everyone gets involved. Pilots’ partners, for example, do flight following or give baby training clinics.”
All In a Day’s Work
Those who aren’t put off by the long training and make it through the course are in for an exciting time. John Hook has Continued on Page 27
May 2015
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27
Remote Runways
Continued from Page 25 transported dead snakes, live pigs, and dead bodies in his aircraft – obviously not all on the same flight. “The snakes are seen as food and the dead bodies people wanted to bury. As for the pigs, we had to tie up their feet so that they couldn’t run around – they get all excited on takeoff. Every day is different,” he explains. On a regular day in the jungle, a pilot would wake up early in the morning and walk to his aircraft and hangar, based right outside the house like a car in a garage. He’d do his pre-flight checks, load the cargo, and make sure it’s all securely tied down. Then he’d schedule his flights according to the weather, bringing food to a village, dropping a doctor off at his clinic, and picking up a teacher after class. However, “schedule all you like,” said John, “but there’s bound to be a medical emergency in the middle of it, which will alter your plans.” “I like the challenge,” he continued. “It’s me against nature: I’m fighting the weather, dealing with ever-changing runways, adjusting my flying to the conditions, and deciding whether it’s safe to land or not. I also like that I get to interact with my passengers: people’s lives change because of what I do with the aircraft, which is very rewarding. During my time flying for MAF, 16 children were born in my plane.” Because sometimes these children are named after the pilots, Captain Hook once asked a mum if she’d name her newborn son ‘John.’ ‘No,’ was the reply, ‘his name will be ‘airplane.’ “It’s a hot, dirty, long, and hard day job, but bringing sick people to a hospital and seeing them get out healthy makes it all worthwhile,” he smiles. Although hard and difficult at times, this job gets you to places not everyone gets to see. John Hook explained: “Indonesia is my favorite country to fly in because of its diverseness: there are more than 15,000 different islands – one hour you’re deep in the jungle, the other you’re somewhere between the mountains. I’ve also flown over the Sahara Desert, jungle canopies, and snowcapped mountains. I’ve been flying in terrain where my wingtip was less than 10 feet from the mountain side, as I needed all the room there was to make a turn. The environment is what makes the difference. One time I was flying a chopper, returning to a family who lived 7,000 feet up on a mountain ledge, to their home: I’d put half my skids up and they’d hop out.” To the average pilot, a bush pilot’s job might seem ridiculously risky. However, the two missionary aviation veterans contradict this. “If you recognize the changing situations and condi-
Yakalong 6, on a road in Central Asia. (Courtesy MAF) tions and adapt to them, you’ve got a fair chance to stay safe,” said Joe Hopkins. John Hook adds: “Continuous training makes all the difference. We train like they do in the military: with a high degree of professionalism. We’re not bush pilots; we’re highly professional pilots flying in the bush.”
The Aircraft
For decades, the six-seat Cessna 206 has been the workhorse used for the majority of bush flying. Nowadays, it’s more and more replaced by its bigger brother, the Cessna 208 Caravan that sits 10 to 12 people. But according to the two veteran bush pilots, the aircraft best suited for missionary aviation would either be the Mahindra Airvan or the Kodiak Quest. “They got the mission groups together and asked them what they needed from an aircraft,” Joe explained about the Kodiak. “For example, we wanted one with a turbine engine as Avgas is scarce and expensive where we fly.” The Kodiak is capable of working off floats (which were designed by Aerocet’s Tom Hamilton especially for missionary aviation), without structural upgrades. It can take off in under 1,000 feet at full gross takeoff weight of 7,255 pounds and climb at more than 1,300 feet per minute. A three-panel Garmin G1000 integrated avionics suite including Synthetic Vision Technology is standard equipment. John Hook predicts that soon MAF’s whole fleet will consist of Kodiak Quests. “They’re ideal for short fields: their STOL wing lets it fly really slow, they have brakes on the wheels, and you can reverse the prop so the propeller pushes the air and slows you down. It also carries really heavy loads and has pods for stuff you don’t want in your cabin, like spears. It’s a very modern plane with a big door for large cargo, which comes in handy if you need to drill water wells. Last but not least, it has sturdy landing gear and is built like a tank: it even has wheel flaps to keep kicked up dirt and rocks from tearing up the tail.”
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UPWIND SUMMER SCHOLARSHIP PROGRAM ANNOUNCES THE CLASS OF 2015 In Flight USA Celebrating 31 Years
28
The Upwind Foundation has anounced the Upwind Summer Scholarship Program Class of 2015: Anthony Bellanti of San Mateo; Kevin Gray of Belmont; Evan Isenstein-Brand of Pacifica; and Michelle Karpishin of San Mateo. These four aspiring young aviators have been awarded a complete primary flight training program that began with ground school in April and continues with flight training once the academic school year is completed. Upwind Board Chairman Dan Dyer shares, “We are extremely pleased to award four scholarships this year – double the number of scholarships awarded in prior years. There were several qualified candidates and the final decision was not an easy one.”
license. It is the only job I forsee myself getting up for in the morning with a smile.” Anthony Bellanti (Kevin Arends Photography)
Upwind Summer Scholarship Program Class of 2015 - (L to R) Anthony Bellanti, Evan Isenstein-Brand, Michelle Karpishin, and Kevin Gray. (Kevin Arends Photography) in aviation as a career. Each year Upwind selects one or more high school students and provides them with everything they need to earn a Private Pilot certificate. This includes private pilot ground school, flight training with expert instructors and the requisite books, charts, and basic flight planning tools. Throughout the program, the scholarship recipients will receive mentorship from other pilots, and enjoy many other social and flying activ-
About The Upwind Summer Scholarship Program
The Upwind Foundation is a 501(c)(3) nonprofit organization which sponsors the Upwind Summer Scholarship Program. Upwind was created by Bay Area pilots to promote piloting and general aviation, and to cultivate interest
ities. For more information, please visit www.upwindscholarship.com.
Meet the Upwind Class of 2015
Anthony Bellanti is a junior at Burlingame High School and the son of Ron and Felicia Bellanti. He is also interested in architecture, and works as a lifeguard for the Burlingame Aquatic Club. “It is a lifelong dream for me to obtain my pilot’s
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Kevin Gray is a junior at Carlmont High School and the son of Stephen and Judy Gray. He Kevin Gray enjoys board sports (Kevin Arends and parkour, and Photography) works at Planet Granite. His career goals include becoming a Naval Aviator and an astronaut. “Aviation fascinates me on three levels; the engineering and mathematics, the capability to change lives, and the feeling one gets while flying.” Evan Isenstein-Brand (Kevin Arends Evan IsenPhotography) stein-Brand is a Continued on Page 31
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Flying With Faber
GEORGETOWN, TEXAS - A CITY WITH A BEAUTIFUL PAST AND SIMPLE VIBRANT PRESENT
U
p until a month ago, I had never heard of Georgetown, Texas. I’ve been to Texas a few times. I’ve explored Dallas, Fort Worth, Houston, Galveston, San Antonio, and Austin. Recently, a business obligation brought me to Georgetown. The business trip evolved into a love affair with a city. Georgetown, a city with a population of approximately 50,000, lies just about due north of Austin. On the northeastern edge of Texas Hill Country, portions of the city are located on a fault line of the Balcones Escarpment, which is characterized by black fertile soils and glistening rivers. What impressed me most with this community is that it is an immaculate, well-tailored city where the residents pride themselves in preserving their historic structures, where the downtown presides as the centerpiece of community activities, and where outdoor pursuits such as hiking, cycling, picnicking, fishing, swimming and hunting to a great extent preempt a significant amount of television watching and endless frittering away on electronic games. As a matter of fact, along the river, which runs through the town, kids gather for fishing at an old fashioned fishing hole and swimming in an old fashioned swimming hole. Both kids and adults embrace Georgetown’s natural gifts for much of their recreation. Unlike many of America’s amorphous cities where it’s impossible to tell where one town ends and another begins, Georgetown is surrounded by farmland and prairie on all perimeters. This distinct outline and definition reminds me of cities of the mid-twentieth century when we would take off from our home airport, fly to the edge of town, then over some countryside and soon, the outline of the next town would appear – usually with a water tower, the name of the city emblazoned on all sides. In my view, this geography provides the residents with a sense of their own community definition. A city with distinct borders surrounds residents with feelings of warmth and security much as the walls of home – with huge picture windows framing the countryside. In far too many American cities, Main Streets, downtown and town squares have either been boarded up or
Stuart J. Faber and Aunt Bea Dining
Lake Georgetown.
have been displaced by malls constructed by out-of-town corporations that have no historical, social or moral connection with the cities they have invaded. Georgetown’s growth, on the other hand, has largely been under local stewardship – folks who grew up in the city and whose children will probably raise their own families in the city.
History
Prior to the Civil War, a pioneer named George Washington Glasscock donated 10 acres to develop a town site on condition the town was named after him. The village arose around cotton and grain products. After the Civil War, reconstruction brought prosperity with railroad, cattle, and a university. The Old Chisholm Trail, one of the most famous cattle trails, runs through the town. Soon cotton gins and other industries arose. A surge of building with Victorian storefronts and houses sprouted from the ground, most of which still stand today. Both community leaders and regular folk are dedicated to maintaining the local simplicity and charm. Growth embraces the city – it does not overwhelm it.
Airports
Georgetown Municipal Airport (KGTU) is a pleasant field to visit. At 789 feet above sea level, the airport is just three miles north of town. The set of intersecting asphalt runways is well maintained. Runway 18/36 is 5,000 feet
(Courtesy Georgetown CVB)
The Marketplace at Monument Cafe.
long and runway 11/29 is 4,099 feet in length. All runways have GPS approaches. Longhorn Jet Center, 512/868-3598 is the FBO. If you want to rent a car, I suggest that you fly into Austin Executive Airport (KEDC), about 20 miles south of Georgetown. Runway 13/31 is 6,025 feet long. Runway 16/34, which is in fair condition, is 1,550 feet long. GPS approaches are available. Hendricksen Jet Center, 512/247-7678 can arrange for Avis or Enterprise rental cars. If you enjoy flying into large, international airports, Austin Bergstrom International Airport (KAUS), at an elevation of 542 feet, is about a 30-mile drive from Georgetown. Runway 17R/35L is more than 12,000 feet long. Runway 17L/35R is 9,000 feet long. All runways have ILS and GPS approaches. I prefer Atlantic Aviation, 512/382-8810. Fuel is slightly less expensive than at the other FBO.
Monument Cafe, 500 S. Austin Avenue, 512/930-9586, www.themon umentcafe.com and I struck up an instant bond. Although it has only been open since 1995, the restaurant has an old-time neighborhood feel to it. It was designed to be reminiscent of small town Texas cafes of the early twentieth century. Everything is cooked from fresh, mostly local ingredients. They hand-cut the French fries. The orange juice is squeezed to order. The chef serves Kobe beef from Heartbrand and Certified Angus from Texas. Even the eggs are local free range. I love chicken fried steak, and the one I had at Monument was among the best ever. Continued on Page 30
The hotels aren’t fancy, but they are clean and friendly. I recommend the Holiday Inn Express, 431 N. Interstate 35, 512/591-7890, La Quinta Inn, 333 N. Interstate 35, 512/869-2541, or the Best Western Plus, 600 San Gabriel Village Boulevard, 512/868-8555. You can also stay at a Texas-style heritage house. The Ranch House 95 Redbird Trail, 512/863-2331 is nestled among rolling hills and 110-year-old oak trees.
The fabulous chicken-fried steak at Monument Cafe.
Hotels
...and the outstanding coconut cream pie.
30
In Flight USA Celebrating 31 Years
Flying With Faber Continued from Page 29
It was delivered with a side of real mashed potatoes, and everything was covered with a tsunami of gorgeous white gravy. I rarely order pies in a restaurant because I bake them myself. The restaurant’s coconut cream pie kept flirting with me, and I succumbed. It was as good as I’ve ever had. I heartily recommend the breakfast items, plus the burgers and milkshakes.
Service is cordial and efficient. We were treated as if we were regulars. Wildfire Restaurant, 812 S. Austin Avenue, 512/869-3473 is a bustling saloon-restaurant where many of its selections are cooked on an open oak fire grill. Start with bacon-wrapped scallops or try the wonderful French onion soup. They prepare a great USDA prime 23-ounce porterhouse steak accompanied with a
May 2015
huge baked potato or steak fries. If you haven’t tried grilled goose breast, you’re in for a great culinary adventure. Game eaters will love the grilled elk steak. I love real Tex-Mex, and there is no better place to sample this cuisine than in Texas. Dos Salas, 1104 S. Main Street, 512/930-2343 serves the authentic stuff on Texas-size plates. You can select from burritos and tamales to Mexican style
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Throughout the city are magnificent buildings, which were built in the late nineteenth and early twentieth centuries. For example, the County Courthouse is an excellent example of high Victorian commercial architecture. In 1976, laws were passed to preserve this and other historic buildings. You can stroll through the courthouse and observe the courtroom where the first trial of a KKK murder suspect was held in America.
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barbeque. The steak ranchero is a 10ounce ribeye with grilled bell peppers, onions, plus salsa, and cheddar cheese. The restaurant serves a variety of fish dishes, fajitas, plus an excellent fish taco.
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Courtroom where first KKK member was convicted of murder.
The Talbott Building was built around 1904 and has a wooden storefront, a recessed double door entry, and a decorative metal cornice. The old County Jail was built in 1888. There is a total of approximately 70 buildings, such as the 1892 Firehouse, an 1885 general store, and a 1904 railroad warehouse. Most of these buildings are open for guests to visit and enjoy. The San Gabriel Wine Trail includes six wineries in and around the Georgetown area. Georgetown Winery makes more than 20 varietals from crops produced in Texas. Grape Creek Vineyards overlooks the bustling Georgetown square where a tasting room and patio awaits you. For hikers and nature enthusiasts, the San Gabriel River Trail and Goodwater Loop is a 28-mile trail that passes through dense oak, ash and juniper forestland, bottomland hardwoods, and prairie grasslands. The trail extends to the Continued on Page 31
May 2015
www.inflightusa.com
31
Flying WIth Faber
Continued from Page 30 Lake Georgetown area and completely encircles the lake. Lake Georgetown is a 1,200-acre lake that offers boating, skiing, fishing, four camping areas, and 16 miles of hiking trails.
Shopping
Along the downtown streets, are many one-of-a kind stores. The Escape is owned by a couple who have traveled the earth to find handmade gifts and home furnishings that you’ll rarely see anywhere else. Special items made by local craftsmen and artists are stocked within the store. Sweet Tooth Candy and Cafe stocks more than 500 types of candies, old fashioned water bottles and 49 different root beers, and 17 types of cream sodas. All Things Kids is a unique toy store with mind building toys of every description. What I loved most about Georgetown were the simple things that nature and history has generously gifted to both residents and visitors. I meandered along the streets of downtown and past the square. I people-watched and often engaged strangers in conversation. Never once did I encounter an unfriendly response. I mingled with the crowds (if you could call them crowds) and enjoyed
Downtown Georgetown the town center much as folks did a halfcentury ago. I visited the bucolic parks, smelled the pleasant fragrances of the grass, the trees, and the river. I observed families playing, relaxing, and enjoying old-fashioned picnics. Everyone seemed to blend together and with their surroundings. I strolled along the river and watched the kids jumping into the swimming hole and fishing with their makeshift tackle – much as I did myself when I was a kid. Today, many big city kids have never experienced these types of natural treasures. Their lives do not extend beyond their cell phones and social media. I’ll take natural media any time. Cities where one can engage in these simple, free pastimes are becoming a thing of the past. Georgetown is preserving the past into the present and into the future. I guess it’s becoming more and more complicated to maintain the simple life.
Upwind Summer Scholarship Continued from Page 28 junior at Sequoia High School and the son of Tim Brand and Lisa Isenstein. “A magical flight in an open-cockpit biplane when I was eight years old got me hooked on flying, and I haven’t been able to shake the craving for flight since.” Evan works at San Carlos Flight Center as a member of the Flight Line Team. He is also a photojournalist, sharing his interviews, photos, and videos on his web site www.evanflys.com. Michelle Karpishin is a junior at Hillsdale High School and the daughter of
Tim Karpishin and Gisele Lennox. She is a competitive swimmer and has plans to study Michelle Karpishin mechanical or (Kevin Arends aerospace engiPhotography) neering in college. “Learning to fly will relate to a career that I would love. I hope to contribute to aviation in improving the effectiveness of airplanes, in safety, or the design of crafts for space exploration.”
By EAA Staff
dards with FAA approval. The revised standards cover design and performance requirements as well as airworthiness standards for powered parachutes, lightsport airplanes, gyroplanes, lighter-thanair sport aircraft, sport gliders, and electric propulsion for sport aircraft. They Continued on Page 33
REVISED SPORT PILOT/LSA CONSENSUS STANDARDS RELEASED
The FAA recently made available a set of 11 revised consensus standards related to the sport pilot and light-sport aircraft (LSA) rule. The ASTM International Committee F37 on LightSport Aircraft developed the revised stan-
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Strong international growth: With 33,900 industry visitors from 60 countries over four days, the AERO registered a marked increase in visitor numbers. International visitors in particular generated strong momentum for the aviation show at Lake Constance: â&#x20AC;&#x153;In under 40 years, the AERO Friedrichshafen has transformed itself from a small special show for gliders into the worldâ&#x20AC;&#x2122;s most important industry trade show for general aviation,â&#x20AC;? said Messe Friedrichshafen CEO Klaus Wellmann and AERO project leader Roland Bosch at the close of the show on Saturday, summing up the positive results of the event. With 645 exhibitors from 38 countries, the international aviation show had already set a new record on opening day. The number of world premieres and new products that were presented at the AERO also exceeded all previous records for the event. In addition to a comprehensive spectrum of products and the presence of the marketâ&#x20AC;&#x2122;s leading players, industry visitors from Germany and abroad were met with a highly specialized range of international general aviation offerings. The industry meeting at Lake Constance has become an essential destination on the flight plans of aviation experts, pilots and industry media. 33,900 visitors from 60 countries (2014: 29,700 visitors) ensured a strong plus at the show. Media interest also grew considerably. The press center accredited about 600 journalists, half of whom came from abroad. Industry and media attention was focused on new aircraft in the business jet segment, as well as ultralights and gliders and helicopters and drones at the RPAS expo. Electric aircraft were the focus of interest at the e-flightexpo and also got the attention of policymakers, drawing EU Commissioner Violeta Bulc and the BadenWĂźrttemberg state minister of Education Winfried Hermann to visit the AERO in Friedrichshafen on the showâ&#x20AC;&#x2122;s last day. As project leader Roland Bosch said, â&#x20AC;&#x153;We are continuing the success story of Count Zegbppelin. Zeppelin built the worldâ&#x20AC;&#x2122;s largest airships in Friedrichshafen, and 100 years later we are organizing the worldâ&#x20AC;&#x2122;s largest and most important show for general aviation.â&#x20AC;? This is demonstrated not only by the exhibitor and visitor records, but also the high quality of the machines and aircraft exhibited at the show. â&#x20AC;&#x153;Whether it be high-tech sailplanes or exclusive business jets, with the arrival of the first mass-produced electric aircraft available
THE
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Exhibition halls and static displays. (AERO 2015)
Pilatus PC-12 NG
(AERO 2015)
for sale at the AERO, attention has now turned to sustainability in aviationâ&#x20AC;?, Roland Bosch explained.
Exhibitor Comments
Eckhard Breuer, Sales Director, Bombardier Business Aircraft: â&#x20AC;&#x153;For Bombardier, this was the first appearance in Friedrichshafen with a Learjet 75. We were impressed by how the business jet segment at the AERO has developed in the last few years. In addition to a series of good discussions with visitors from that segment, we were especially pleased by the strong interest expressed by many enthusiastic pilots in our Learjet 75. The collaboration with the Messe Friedrichshafen team was very professional and pleasant in every respect.â&#x20AC;? Alberto Porto, Managing Director, Swiss Excellence Airplanes: â&#x20AC;&#x153;The exhibition went quite well for us and many people came to visit our booth. However, there were many exhibitors here, and a lot from our segment. So the competition is tough. But there were several potential customers who visited us and we will be back next year.â&#x20AC;? Tine Tomazic, Head Engineer for Electric Aviation, Pipistrel d.o.o. Ajdovscina: â&#x20AC;&#x153;We are very happy that more and more people are now following the trend of electric flight that we started in 2007. So far, we have had the largest number of visitors ever. This is also because we are the only stand that offers two electric planes for sale. Not only Continued on Page 33
GAMA HAILS PROGRESS IN NEW ERA OF AEROPLANE CERTIFICATION May 2015
The General Aviation Manufacturers Association (GAMA) on April 15 welcomed the progress achieved by the global general aviation community during AERO Friedrichshafen toward a more dynamic path to bring new aeroplanes and technologies to market. “The European Aviation Safety Agency (EASA) has provided draft regulations that will shape the design of small aeroplanes for the future, promising even greater safety and technological innovation,” said Ed Smith, GAMA Senior Vice President of International and Environmental Affairs. “These new rules will shift the methods of design compliance from an outdated, prescriptive system into standards that are continually
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evolved by the world’s aviation experts.” During AERO, the global general aviation community met to develop the bulk of these new standards in cooperation with leading aviation authorities from around the world, as part of the ASTM International Standards body. EASA has indicated that this pioneering new structure will be in place by mid-2016. “It is fitting that AERO hosts these ASTM International meetings, which represent a milestone in the process of revitalising the path for the design of general aviation aeroplanes,” Smith said. “As a result of these changes, we are on the cusp of a new era, where product development is limited only by the pace of technological innovation.”
AERO 2015
Continued from Page 32 have we had more visitors than ever before, but these have included a high share of customers and potential customers and fewer casual visitors. Those who have visited us have been seriously interested. So this has been the best AERO yet. We will definitely come back next year.” Dr. Nicolas von Mende, CEO, Atlas Air Service AG (Cessna): “Atlas Air Service is appearing at the AERO 2015 together with its new subsidiary Augsburg Air Service (formerly Beechcraft Vertrieb und Service GmbH). Together with our partners Textron Aviation and Bell Helicopter, we are showing off the largest product range of any exhibitor at the AERO: single and twin-engine sport aircraft, the twin-engine Beechcraft King Air turboprops and the Cessna Citation Jets as well as Bell helicopters. We brought a lot of new ideas and expectations about our appearance at the AERO to the Messe Friedrichshafen team, which granted all of our wishes. This year, for the first time we are appearing at the show with our new partner, Bell Helicopter. We are presenting the successful Bell 429 and the new Bell 505 Jet Ranger X. This means that, for the first time, the turbine helicopter segment is being presented at the AERO 2015 by
JMB Aircraft VL3 Evolution Static Display (AERO 2015) Atlas Air Service and Bell. Interest among visitors to the exhibition far exceeded our expectations. We hope that the AERO will become an important leading trade show for small and medium-sized helicopters for civilian and business customers. The AERO also had a very tangible result for us: On the next-to-last day of the show, we were able to sign a sales contract for a new Citation XLS+ with a southern German operator.”
The AERO 2016:
The next AERO will take place from April 20 - 23, 2016 at the exhibition grounds in Friedrichshafen. More information is available at www.aeroexpo.com.
LSA Consensus Standards
Continued from Page 31 also include specifications for light-sport airplane pilot operating handbooks. Members who own and/or operate aircraft under the sport-pilot and LSA
rule are encouraged to familiarize themselves with the revised standards. The FAA will be accepting comments on the revisions until June 15. Visit eaa.org for more information.
MANUFACTURERS RAFFLE PRIZES FREE HOT DOGS & SODA
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AERO 2015 PRESENTS INNOVATIVE AIRCRAFT
Whisper-quiet electric aircraft, saferecovery airplanes and sleek business jets were just some of the highlights of the AERO aviation trade show that were introduced during a press tour at the Messe Friedrichshafen exhibition grounds. This international trade fair for General Aviation, meaning all sectors outside of airlines and the military, ran from April 15 through 18, 2015, by the waters of Lake Constance. Economical and efficient aircraft as well as speedy business jets shared the focal spotlight at AERO 2015. For example, the press tour saw the presentation of the new C4 four-seater machine from the German manufacturer Flight Design. A special feature of this all-composite propeller airplane is its built-in recovery system for the entire vehicle. If there is an emergency - due to bad weather or a midair collision, for example - the pilot or a passenger can trigger a parachute. This lets the full aircraft float safely to the ground. Although the vehicle is damaged by such a landing, the up-to-four occupants are generally left uninjured by an accident like this. The C4 also features a newly developed six-cylinder engine that does not require the leaded aviation fuel Avgas, but instead can also use unleaded automobile gas. Another debut at AERO was the Diamond DA 50 JP7. Manufactured by the Austrian company Diamond Aircraft, this machine is designed as a robust multipurpose aircraft that can also operate on unsurfaced runways such as gravel, grass or sandy tracks. Besides the pilot, it can accommodate up to six passengers. The DA50 is driven by a propeller turbine. This propulsion system is not only more reliable than a piston-driven one - the turbine also uses the same fuel as large airliners, namely kerosene, which is available at almost every airport in the world. The new Alpha Electro machine presented at AERO by the Slovenian manufacturer Pipistrel may seem ordinary at first glance, but it is indeed a very special model: this two-seater is the first electric aircraft
In Flight USA Celebrating 31 Years
Maiden Flight of the DA50-JP7 with Turbine
Flight Design’s C4 (Flight Design) designed primarily for flight school training. Its whisper-quiet motor makes this aircraft especially suited to noise-sensitive airfields, or those with strict constraints on operating hours. Furthermore, if the batteries of the Alpha Electro are recharged with solar cells, then the machine’s power consumption is absolutely carbon neutral and environmentally friendly. Since flight school students spend the early phase of their training mostly on practicing takeoffs and landings, the battery pack’s approximately one hour of flying time is also sufficient for their needs. At AERO’s e-flight-expo special exhibition section, there were also other environmentally friendly electric aircraft on display. The Risen by Swiss Excellence Airplanes is a full carbon built ultralight from Switzerland. It has an unconventional V-tail that weighs less than a conventional tail with side and horizontal stabilizer and that improves the aerodynamics. The manufacturer promises a cruising speed of up to 300 km/h, the plane furthermore has an aerodynamically favorable retractable landing gear. At the upper end of the range of aircraft on display, the Learjet 75 business jet from the Canadian manufacturer Bombardier was on display. The twin-jet Learjet 75 can transport up to eight passengers and has a range of over 2000 nautical miles - and this at a traveling speed of over 460 KTAS. It is then flying at a height of up to 51,000 feet. At these altitudes, the Learjet 75 is traveling considerably higher than the weather itself. This means that on board a Learjet 75, the two pilots and their passengers need not worry about any weather-dependent detours from their intended flight path.
WARBIRD OWNERS URGED
EAA Warbirds of America has partnered with “The Spirit of ‘45” initiative and its World War II Airpower Legacy Project to recognize and honor those who contributed to the war efforts some 70 years ago. WWII vintage aircraft will be taking to the skies over communities across America on the weekend of August 15-16, 2015, as part of a nationwide commemoration of the 70th anniversary of the end of WWII.
May 2015
A DA50 powered by a turbine engine made its first flight on Jan. 19, 2015 in Wiener Neustadt, Austria with Christian Dries, CEO Diamond Aircraft, as test pilot, along with Ingmar Mayerbuch, Head of Flight Test. This concept was first introduced at general aviation show AERO Friedrichshafen in April 2013. After the flight Christian Dries said: “This aircraft with this turbine engine almost flies like a rocket.” The single turboprop with room for up to seven passengers bears the name “DA50-JP7” (JP for Jet Prop). The airplane will be manufactured in two different versions. The Tundra variant with big wheels and rugged landing gear is perfect for uneven strips and rough terrain. The second version is targeting training and private customers requiring high performance. The DA50-JP7 is perfectly suited for operations in harsh climates with temperatures ranging from minus 50°C to plus 50°C. The 465 hp AI-450S turbine engine is built by Ukrainian company Motor Sich JSC in collaboration with Ivchenko Progress. It has been newly designed especially for fixed-winged aircraft. The AI-450S has a 20 percent lower fuel burn than similar turbine engines. It is particularly fuel-efficient at medium altitudes. With dual electronic controls and a mechanical back-up system (Dual FADEC) it is very easy to operate. The engine starts at the push of a button. After certification (expected mid to end of 2016) the DA50-JP7 will be built at Diamond Aircraft headquarters in Wiener Neustadt, Austria. Austro Engine is as well involved in certification work, maintenance and overhaul of the turbine engines.
TO JOIN IN
The project’s goal is to pay tribute to the pivotal role American airpower played in achieving victory in the most destructive war in history, and to stress the importance of ensuring these historic aircraft are preserved so that they can continue to educate and inspire future generations. The WWII Airpower Legacy Project is a grassroots initiative led by the Air Force Association, the EAA Warbirds of
Christian Dries, CEO Diamond Aircraft, with the DA50-JP7.
Ivchenko Progress (Chief Designer), Christian Dries (CEO Diamond Aircraft) and Vyacheslav A. Boguslayev (President, Motor Sich JSC) after the DA50-JP7 maiden flight.
AUGUST WWII FLIGHT TRIBUTE
America, the Commemorative Air Force, and a growing community of air museums and private collectors. Owners of WWII aircraft are being encouraged to register to participate in August so they can be included in a map to help publicize their flyovers. Other groups are developing plans for similar “signature” projects commemorating the 70th anniversary this year to honor the WWII legacy of America’s ground
forces, the seaborne services, and the home front. “EAA Warbirds of America is proud to support the Spirit of 45 Initiative and the Airpower Legacy Project,” said Harold Cannon, EAA Warbirds of America president. “We encourage our members to sign up today and fly their Warbirds on August 15-16, 2015.” For more information, visit www.spiritof45.org.
May 2015
FLIGHT DESIGN COMPLETED FIRST FLIGHT www.inflightusa.com
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NEW C4
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Four Seat General Aviation Entry Successfully Takes to the Air
Last fall, Flight Design GmbH, manufacturer of the popular CT-series of Light-Sport Aircraft, promised to fly its new, certified four seater called C4 by the opening of the Aero Friedrichshafen show. On Friday, April 9, the development team achieved their goal. The weekend was spent reviewing initial results (see below) and preparing to set up at the event that started on April 15. “The C4 really performed as expected,” reported Tom Peghiny, President of Flight Design USA, importer of the German company’s products and test flight director for the C4 development. Peghiny flew alongside the C4 non-conforming prototype. “It appeared and test pilot Damian Hischier confirmed that the C4 is stable about all axes.” Hischier also reported, “The spiral stability of C4 is good and its directional stability is good.” While noting that engine operating temperatures were acceptable he acknowledged that further work may be necessary for operations in the hottest climates. “But don’t change a thing aerodynamically,” Hischier enthused! Engine temperatures will be remedied primarily with cowl changes focused on cooling, yet Flight Design is pleased with the Continental IO-360-AF engine that performed very well. “Flight Design engineers can work on reducing some friction in the controls,” Hischier noted, “but leave the rest alone.” Most prototype airplanes go through refinements after the initial flight verifications even while most of the group working to achieve the first flight were pleased that the new airplane performed so well.
“We observed the C4 accelerate away from the C-172 chase plane during simulated approaches to landing and in simulated go-arounds,” commented Peghiny, observing from the Cessna. “I could also see that during the 30 degree bank turns the test pilot needed no control correction and he reported that pitch forces were light,” added Peghiny. “The plane appeared to be on rails, it looked very stable. Damian said he was comfortable getting close to us for the photos and videos shot during the maiden flight.” On board avionics are supplied by Garmin with the G3X Touch augmented with TSO analog instruments. Garmin has become a vital partner to Flight Design as C4 moves forward. “Very few first flights proceed through the entire test card,” explained flight director Peghiny. “Yet we completed all of the points permitted under the EASAestablished Flight Conditions as specified in our initial Permit to Fly authorization.” “We are all exceedingly pleased to have reached this benchmark as forecast a few months back,” said Christian
Wenger, a Flight Design corporate board member and procurement manager for the German manufacturer. “This is going to make for a very enjoyable show for us.” Wenger spoke to early arriving media reporters as he lead the team positioning the test article C4 at the front of the company’s display in Hall B-1 of the Aero Friedrichshafen show. “Our whole team put in long hours and formed a cohesive team as they rallied behind the C4 first flight effort,” said Matthias Betsch, CEO of Flight Design. “All team members are very pleased with the results of the development effort.” Flight Design started work on the C4 project in 2008. “In coming days and weeks, we will add more details about this project,” added Betsch. “For now, part of our team
is working to prepare the C4 for display at Aero while engineers like Technical Director Oliver Reinhardt remain at headquarters preparing the next steps in the development project. “We will release more data and will provide more detail on the C4 development schedule after we get through Aero and Sun ‘n Fun,” Peghiny said. The two important airshows, one in Europe and one in the USA, run nearly back to back starting Wednesday April 15th, 2015. “Meanwhile, we are very pleased to show the actual plane at Aero.” The prototype will immediately continue development flight evaluations and will not be seen in the USA until later this year. For more information, Flight Design USA in Connecticut can be reached at 860/963-7272 or email: fstar@rcn.com.
Backcountry aircraft manufacturer CubCrafters has announced an upgrade of its kit aircraft based on the popular Carbon Cub. The new Carbon Cub EX-2 improves on the Company’s Carbon Cub EX, an Experimental Amateur Built (EAB) kit that features a lightweight airframe and powerful engine that provides formidable off-airport performance. The Carbon Cub EX-2 will make its market debut at the Sun ‘n Fun International FlyIn & Expo, April 21 - 26, 2015. CubCrafters’ original Carbon Cub EX advanced the legendary Cub architecture into the 21st century. Combining modern design methods with lightweight materials, a 180 horsepower engine and a
useful load of more than 900 lbs., the Carbon Cub EX has been the aircraft of choice among backcountry pilots since its introduction. The evolution of the Carbon Cub EX to the Carbon Cub EX2 establishes a new benchmark for performance and ease of construction. Not only is the Carbon Cub EX-2 the best-inclass aircraft, it is the best-in-class kit. The EX-2 revision includes an extensive series of improvements and upgrades to the kit, but the primary components are the new G-Series ailerons, flaps, and tail feathers. The G-Series control surfaces of the EX-2 improve controllability in all aspects of the flight envelope.
The roll authority of the Carbon Cub EX-2 has been improved by redesigning the aileron airfoil and relocating the hinge point. CubCrafters’ G-Series ailerons deliver markedly lighter and crisper roll response compared to legacy aircraft. Control harmony is even better than the original. The G-Series flaps are the first truly slotted flaps available from CubCrafters. With the G-Series, the stall speed of the EX-2 with flaps extended is reduced, thus improving the already remarkable low-speed manners of the Carbon Cub. The G-Series flap features repositioned pivot arms that, when deployed, lower the flap’s location relative to the wing,
forcing high-pressure air from below the wing over the flap, and helping airflow to remain attached to the flap surface for increased lift. The G-Series tail feathers feature new adjustable elevator stops and allow greater down-elevator trim, providing the pilot with greater trim authority when operating either at the forward or aft limits of the CG envelope. With these improvements, CubCrafters has made an already stellar performer even better. “Since our customers love the flight characteristics of the Carbon Cub, it may be fair to ask why we would change it,” says Jim Richmond, CEO of Continued on Page 37
Flight Design C4 First Flight Preliminary Data & Impressions
Flight Duration Flight Configuration Initial Speed Limitation Maneuvers Performed
Preliminary Flight Qualities
General Performance
55 minutes on April 9, 2015 10 degrees flaps 105 knots Maximum 30 degrees bank Approach to stall, power off Approach to landing with go-arounds Approach with landing Good directional and spiral stability Acceptable trim and control feel Good overall control harmony and handling characteristics. Easy to takeoff and land Low noise footprint. Engine temperatures in acceptable range throughout Very good performance compared to Cessna 172 chase plane even with 10 degrees of flaps deployed
CUBCRAFTERS INTRODUCES NEW CARBON CUB EX-2
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MERLIN LSA TAKES FIRST FLIGHT In Flight USA Celebrating 31 Years
After months of careful preparation, Glasair Aviation’s new light sport aircraft, Merlin, took its first flight through the skies above Arlington Municipal Airport Tuesday, April 7, 2015. Following detailed validation testing, including engine run-up, high-speed taxi, and ground roll lift off, the team at Glasair stood back and watched as Merlin departed the surface of runway 34 with test-pilot Grant Smith at the controls. The flight lasted fifty-seven minutes, as Smith took the plane through a full test flight profile that included validating the engine’s reliability, exploring flight control characteristics in flight and conducting standard flight maneuvers. “While nothing can replace the sheer wonder of witnessing the birth of a child, the introduction and maiden flight of a new airplane design is a close second!” Glasair Development Manager Ted Setzer said. “The ‘parents’ were all there to witness it, including the Glasair Aviation’s flight designer engineer, Chuck Hautamaki, and the entire Glasair Aviation team. Seeing the joy and exhilaration on everyone’s faces was as satisfying as hearing the test pilot Grant
May 2015
Glasair Aviation’s new light sport aircraft, Merlin on its first test flight. (Courtesy Glasair)
Glasair Development Manager Ted Setzer and test pilot Grant Smith after Merlin’s first flight. (Courtesy Glasair)
offers very comfortable side-by-side seating and outstanding forward and side visibility and sports one of the largest windshields in the entire LSA fleet. 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 segment. “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,” Setzer said. Glasair Aviation was founded in 1979 (as Stoddard-Hamilton Aircraft) and has been a world leader in kit-plane manufacturing for 35 years.
Smith’s, positive comments as he emerged from the cockpit.” Flight testing will continue throughout the coming weeks as Glasair celebrates this milestone in the company’s history. Merlin is a composite high-wing, tricycle gear aircraft designed to meet LSA certification requirements and based upon ASTM standards. It is fitted with a Rotax 912iS engine and Dynon’s
Skyview glass-panel avionics. Glasair also designed the Merlin to utilize the optional BRS parachute system for added pilot safety. The SLSA will also be the company’s first certified aircraft. “Our goal was to design an LSA with exceptional flying characteristics, performance, great visibility, aesthetically pleasing lines with easy access,” Chief Engineer Chuck Hautamaki said. The Merlin’s 45” wide cockpit
Exelis has launched its first airspace situational awareness tool designed specifically for unmanned aerial system (UAS) operations in the US. Symphony® RangeVue™ puts real-time Federal Aviation Administration (FAA) surveillance data, flexible background maps and weather information in the hands of UAS operators and test range personnel. The system provides significant improvements to the safety and efficiency of UAS operations, whether on the test range or in the field. Symphony RangeVue enables UAS operators and test range personnel to
have access to both real-time and historical surveillance information via a Webhosted platform, helping to manage mission operations from multiple locations with full visibility of assets. Symphony RangeVue can be used as a command center decision-support and post-event analysis tool, or in the field as a senseand-avoid addition to UAS ground control stations. Flexible geo-fencing tools alert operators when a UAS approaches airspace boundaries or when other aircraft are in the vicinity. “For the first time, UAS operators and test range personnel will have the
same situational awareness currently available to general aviation pilots through traffic information broadcast services. This capability is available without having to install avionics surveillance equipment on the UAS aircraft,” said Ed Sayadian, vice president of Civil and Aerospace Solutions for Exelis. “Leveraging the FAA’s own surveillance data combined with advanced sense-andavoid alerting capabilities, Symphony RangeVue will significantly increase the safety of UAS operations.” Symphony RangeVue combines a high-performance visualization engine
with the vast network of Exelis NextGen surveillance data, including all of the FAA’s surveillance systems: automatic dependent surveillance-broadcast; en route radar; terminal radar; airport surface detection equipment-X; airport surface surveillance capability; and wide area multilateration. It also integrates locally deployed surveillance assets to deliver hyperlocal situational awareness. For more information about the Exelis Symphony suite of secure, nationwide airport and airline surveillance solutions, visit www.exelisinc.com/sym phony.
The San Bernardino International Airport Authority (SBIAA) Commission recently approved a lease agreement with Stratus Aircraft Services, Inc. (SAS) to begin operating an MRO business at the San Bernardino International Airport. The new MRO will be located in an ultra-modern hangar and offices conveniently located adjacent to Luxivair SBD, an upscale FBO offering a full complement of services for private and business aircraft. Status Aircraft Services Inc. is a
California corporation based in San Bernardino, CA and will provide a wide range of maintenance, repair, and alteration services including structural modifications, avionics installations, service bulletin and AD compliance items, and scheduled/unscheduled maintenance for a wide range of aircraft categories including business, commercial, military, and private aircraft. According to Richard Joseph, President of SAS, aircraft owners and
operators today rely on numerous organizations as part of their overall maintenance, repair, and overhaul requirements. By providing a wide range of services, SAS will position itself as a one-stop-shop for owner/operators of turbo-prop and jet aircraft, including narrow body commercial airframes. “Our goal at Stratus is to have a healthy and successful company that is a leader in customer service,” says Mr. Joseph. “We want our customers to feel confident they are receiving quality
service when they call upon us to maintain, upgrade and repair their aircraft.” Mark Gibbs, Director of Aviation for San Bernardino International Airport, adds, “Word is quickly spreading of the opportunities available at SBD, and (aviation) businesses want to be a part of that success. We believe that Stratus has the right people, expertise, and strategic location (adjacent to Luxivair SBD) to provide trusted maintenance services that aircraft owners and pilots seek with value they can rely upon.
EXELIS LAUNCHES AIRSPACE SURVEILLANCE AND SENSE-AND-AVOID TOOL FOR UNMANNED AERIAL SYSTEM OPERATIONS IN THE US
STRATUS AIRCRAFT SERVICES INC. ESTABLISHING MRO BUSINESS
AT
SBD
May 2015
www.inflightusa.com
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SUN ‘N FUN 2015
Homebuilder’s Workshop
A
passing shower started Thursday, and a shuttle around the airport was the closest shelter. On the field was a gorgeous Cessna Airmaster (1930s vintage) on amphibious floats, three Seabees, and a Cessna 172 in an original 1950s turquoise paint scheme. When the rain stopped, I visited the AirCam booth where I found out that the AirCam I traded with a value of $75,000 10 years ago is now worth almost twice as much. Shoulda kept it! And the quote of the day is that the AirCam is such a safe airplane that it allows good pilots to do stupid things. Next door at the GlaStar booth, the word was that four have been built with Diesel engines but all by U.S. buyers. They’re hoping to improve overseas sales with a bigger presence at the Friedrichshafen, Germany show next year. Speaking of Diesels, Superior Air Parts had their Gemini diesel engine there. Currently planned are four engines of two sizes (100 and about 200 HP), but each of those can have a turbocharger in addition to the supercharger to give 125 or 300 HP. The 200 HP engine is maybe two years out. Old friend, Pat Panzera, attended their forum and reports that there were only three people in attendance at the “alternative fuels” forum. Why? Sun ‘n Fun required full information to be published in the forums handout, which was to be published before the engine announcement. There’s lots that’s cool about these engines. They have two crankshafts, with pistons at both ends of each cylinder, like the old and spectacularly efficient Junkers Jumo of WWII. The engines have three cylinders and, being two stroke engines, have three power pulses per crankshaft revolution. (The propeller drive is in the middle of the engine, driven by both crankshafts). The best part is the specific fuel consumption (how many pounds of fuel the engine requires to generate one horsepower for an hour). For the Gemini, it is a mind-blowing 0.34 lb/HP-hr, or about 3/4 as much as a stan-
dard airplane engine. How do they do that in such a small engine? The crankshafts are 14 degrees out of phase, so the charge stays compressed longer as the two pistons temporarily move in the same direction near top dead center. The result is more complete combustion. Avilution (.com) is working on open source avionics, and they’re using sophisticated software technology to develop their code. Mark Spencer and crew have the prototype in a Zenith 750, with three screens of information and lots of sophistication. We had a great discussion on usability and information display, and they were receptive. Hopefully they’ll implement some ideas that the big manufacturers will then follow. But the most interesting find of the day was in the ultralight area, the Zigolo electric ultralight motorglider. Chip Erwin flew this machine to Lakeland last year from his home base at South Lakeland, five miles away. Powered by lithiumcobalt batteries, the original design motor turns at 2,700 rpm, and propeller noise is a problem. Erwin is working to make things work at half that rpm, and that will in turn require a new propeller with new and more blades. The batteries are cylindrical, making it easy to mount them in a variety of shapes and configurations. Cost for batteries, 75 hp motor, and controls is anticipated to be $10 grand. The Zigolo is described as a motorfloater as opposed to a motor-glider, and has a sink rate of only 300 feet per minute power off. But wait, there’s still more. Lots more. In the UK, they have a new airplane category called the 300 kg (gross weight) single seat deregulated. Erwin has a low wing airplane for this category, all aluminum, with an expected cruise speed of about 110 mph on 40 hp, gas or electric. This would be a single seater, for many LSA are, he says, sold with two seats so that the wife will go along with the purchase even though she will never go along on a flight. His solution includes a one-week quick build program for $35
New Carbon Cub EX-2
Continued from Page 35 CubCrafters. ”Knowing the control systems as well as they do, our engineering group realized there were incremental, yet important refinements available to us. Together, the G-Series control surfaces
improve the overall responsiveness of the aircraft, and provide an appreciable improvement in control harmony. Experienced Cub pilots will be impressed!” “The Carbon Cub EX-2 is a study in balance,” Richmond continues. “It would
grand. I sure hope he can do that. Also under development is a single seat high wing plane that can fly electrically on amphibious floats. That plane is based on a Czech design and indeed, Erwin lived in the Czech Republic for 20 years, and still plays hockey with local Czechs and Slovaks. And he also spent a few years in China. I think we’d all like to see him succeed... In the still too expensive world of ADS-B, Stratus has a pushbutton transponder that should be a slide-in replacement (more or less) for a KT-76 transponder. They may have a less expensive model for the experimental market. My new RV-9A will be arriving in a few weeks, and I spent some time in the Garmin booth learning to use the G3X touch and the GTN650. I didn’t learn all of either system in a half hour, but I did get a useful introduction. I can add the really slick Garmin autopilot and a second G3X screen for about $8 grand in parts, plus installation. Imagine, a light plane with full instrumentation on both sides of the cockpit. That means you could have engine instruments, two PFDs, moving map, and traffic all displayed at once. Incredible.
•••••
In contrast to Thursday’s two rain showers, Friday started with a fog bank east of the airport, for no apparent reason. It sure screwed up the fly-in arrivals! A morning constitutional around the grounds showed a B-17 and a B-24 in the warbird area, and a Navy P-8 Poseidon (militarized Boeing 737), but not that many homebuilts in the homebuilt area. A security volunteer said that there hadn’t been that many over these last three years––meaning, since the last time I made it to Lakeland. Epic Aircraft had two in their area, plus a cabin mockup. Another mockup but in the displays area was the Mooney M-10J, the two-seat, diesel powered aircraft introduced in China.
be comparatively easy to build an airplane that takes off short, lands short, or one that carries a heavy payload. The Carbon Cub EX-2 does those things, but it is also a true pilot’s airplane. It provides responsive handling, cross-country com-
There were a few Swifts – and I had breakfast with the Swifters at IHOP Ed two days in a row, Wischmeyer but the lack of exaggerations and braggadocio made me wonder if they were real Swifters – and I overheard another conversation elsewhere during the day, folks wondering how many Ercoupes are still flying. At Sun ‘n Fun, at least two, including one beautifully polished. Much of the middle of the day was spent hanging around the light sport Bristell (pronounced bris-STELL, a shortened version of the designer’s last name) for a pilot report. Afterwards, I got a short trial of a quad-rotor drone in the big net tent, to keep the drone home and the spectators (and would be pilots) safe. With all the stability augmentation, it was easy to fly, and the instructor asked if I’d ever flown radio control before, and hopefully that was a compliment. (I’d never flown RC before). During a last swing through the exhibit buildings, I saw a really cool siphon in the Wicks booth, a siphon I’d seen used earlier. You use it by putting the tube in place like a normal siphon, but the upper end has a clever mechanism that uses a steel ball as a one-way valve. You shake that end of the siphon up and down and that gets things going. Way cool, seven bucks. Having seen most of Sun ‘n Fun, and with the Thunderbirds roaring overhead, I decided to beat the traffic and head for the motel. Although many things have improved here over the years, a lot, synchronized traffic signals still seem to be a foreign concept in Lakeland, causing unnecessary delays. But tomorrow, I’ll head north, avoiding the interstates for much of the trip and head back to Savannah. The Cessna buyer flies in from Idaho at 5 p.m. And the RV-9A might be here six days later.
fort, as well as fit and finish that inspire pride of ownership.” The new Carbon Cub EX-2 is now available from CubCrafters Certified Sales Centers around the world: cubcrafters.com/csc
TRUCKEE TAHOE AIRSHOW & FAMILY FESTIVAL PRESENTS TO VETERANS” In Flight USA Celebrating 31 Years
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This year’s “Salute to Veterans” themed event promises once again to actively engage attendees in the world of aviation with world-class aerobatic performers and an interactive fun-filled children’s festival. The Truckee Tahoe AirShow & Family Festival (TTAS&FF) returns to thrill event goers with a line-up of airshow performers who’d be hard to surpass. Gates open at 9 a.m. and close at 4 p.m. on Saturday, July 11 at the Truckee Tahoe Airport. Admission and parking are free. Opening ceremony is at 10 a.m. followed by a Veterans Parade at 11 a.m. This year’s featured performances include Guinness World Record holder Spencer Suderman who will fly his Meteor Pitts Biplane and mesmerize the crowd with intense gyroscopic maneuvers like the Double Hammerhead and the Inverted Flat Spin. On March 14, 2014, Suderman became the Guinness World Record holder for inverted flat spins after completing 81 full rotations with a clean recovery to straight and level flight. On May 31, 2015, Suderman will attempt 100 full rotations in an attempt to beat his existing record. Other highlighted acrobatic performers include:
• The Cactus Air Force, a team of U.S. Army, Marine Corps, and Navy veterans, will showcase an AH-1 Cobra Helicopter, OV-10 Bronco, A-26 Invader and CESSNA 0-2 Skymaster. • Greg Colyer flies the Ace Maker, a Lockheed T-33, which is the U.S. Air Force’s first operational jet. Colyer served in the United States Army from 1982 to 1987. • Anna Serbinenko, a self-proclaimed Sky Dancer, will slowly and gracefully dance across the sky in her Super Decathlon (Super D plane). Her
performance is set to classical music. • Commemorative Air Force So Cal Wing will be both showcasing and selling flights for attendees in the Man O’ War - P51D Mustang. The Minsi III, and Gruman Bearcat will be on display. • Red Star Formation Team, a show pleaser for the last three years, returns. This Precision Warbird Mass Formation Display Team highlights their precision flying capabilities with speed, smoke, and more! The United States Air Force’s Super Car Tour, started in 2009 to educate
A
“SALUTE
May 2015
young people on the mechanical and technical career opportunities available in the Air Force, will engage young show goers. The Air Force partnered with Galpin Auto Sports to create a technologically advanced black Dodge Challenger (Vapor), which features a biometric access to open the vertical doors and is complete with aircraft style controls. The Super Car Tour comes alive with interactive touch screens showing the parallels between the technology in the Vapor car and the technology used by mechanics and special operations. Visitors can watch a short video on how the cars were built and learn about Air Force career opportunities. The touch screen game allows visitors to try their hand at U.S. Air Force missions on one of five gaming kiosks. “At the Truckee Tahoe Air Show, we really strive to include something for everyone and to bring to children and young adults in our community the world of aviation and all its many career opportunities. In addition, all our proceeds from t-shirt sales, vendor booth sales, and sponsorship go to local youth,” said Air Show Chairman, Tim LoDolce. “And Continued on Page 39
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WINDECKER EAGLE WILL FLY AGAIN
May 2015
The restoration of a rare Windecker Eagle is expected to be completed this summer. It will be the only airworthy example of the first composite aircraft certified by the FAA. Reportedly, it was also the first aircraft certified under the rules for Part 23. Designed and developed in the 1960s by two dentists, Leo Windecker and his wife, Fairfax, the Eagle first flew in 1967 and was certified two years later at a cost of $20 million. After building two prototypes and six copies of the Eagle, the company ran out of money and shut down its production line. Commissioned by a Chinese Entrepreneur, Mr. Wei Hang, the restoration team, headed by Don Atchison, and led by Mike Moore and Dennis Hallman, was able to purchase two copies of the Eagle that had been outdoors for many years and left in storage for decades. “Had it not been for a special UV coating on the fiberglass, the structure would have dissolved a long time ago,” said Atchison. “The fiberglass has actually held up much better than the metal components in the airframe. We’ve replaced mostly everything from the firewall forward, and refurbished to “better than
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new” the landing gear, flight controls and mechanical, electrical, hydraulic, and fuel systems. The windows, windshield, and interior will be completely new, and there will be a number of upgrades in the panel when it flies again.” In its time, due to its smooth surface and contours, the Eagle outran the Bonanza, the Cessna 210 and the Bellanca Viking in side-by-side flights, even though the cabin of the Eagle is 51 inches wide. A copy of the aircraft was used in early research by the military, leading to the development of compositebased stealth technology. “Mr. Hang was attracted to the Windecker Eagle because of its historical significance, rarity, style, and performance,” said Atchison. “He will own a truly unique aircraft when it’s finished and flying again.”
Truckee Tahoe AirShow Continued from Page 38 this year, we’re going to honor our military Veterans too. We’ll have a parade for them and will honor them for having served our country.” New for 2015 is the show’s VIP/Sponsorship tent located right on the flight line offering first-class seating, shade, a catered lunch by Tahoe City’s Crest Café, no-host bar, private restroom facilities, and much more. VIP tent passes are $45 in advance and $50 day of. Passes go on sale online or at the Truckee Tahoe Airport on June 1, 2015. Passes are limited and issued to show sponsors first. Often referred to as one of the most family-friendly events in the Tahoe region, the Truckee Tahoe AirShow & Family Festival offers free admission, free parking, Kids’ Fun Zone, thrilling aerobatics, interactive activities, static aircraft displays with pilot docents, free speaker forums from aviation professionals, food and merchant vendors, a food court, and free flights for kids ages 8-17 on Sunday, July 12. For the safety of all pets and their paws, no dogs are allowed this year. Last year, more than five dogs with burning
paws were brought to the Emergency Response Team for paw soaking and cart rides to their cars. The Airport tarmac can reach up to 120 degrees. The Truckee Tahoe Airport District is the “Golden Wings” sponsor of the 2015 TTAS&FF, giving the Airshow as a gift to its community. All proceeds go directly to local youth through the three main non-profit organizations that produce the event – the EAA local Chapter 1073, KidZone Museum and Truckee Optimist Club. The Truckee Tahoe Airport is conveniently located off of Highway 267 in Truckee, Calif. about a half a mile from interstate 80 and 13 miles from the shores of North Lake Tahoe (King’s Beach). For additional event information, to purchase a vendor booth space (nonprofits are free), to become a sponsor, or to purchase VIP Tent Passes, please visit www.TruckeeTahoeAirShow.com Major sponsors to date include Truckee Tahoe Airport District, Clear Capital, Martis Camp, EAA, Truckee Optimist, KidZone Museum, MyNews 4, Mountain Hardware and Sports.
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Special Father’s Day gift for your Aviation Enthusiast Relive the story of “The Gathering of Mustangs and Legends: The Final Roundup.” This Gift Set pairs the 90-minute DVD documentary with the 260-page book featuring more than 450 magnificent photos and AUTOGRAPHED by Lee Lauderback, EAA Warbird Hall of Fame inductee. Experience the stories, the sounds and the energy of one of the most dynamic and historic tributes to aviation.
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CESSNA MARKS 30TH ANNIVERSARY
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OF
CARAVAN UTILITY AIRCRAFT
In Flight USA Celebrating 31 Years
May 2015
Company Celebrates 30 Years of the Multi-Tasking Single-Engine Turboprop
Cessna Aircraft Company during the Sun ‘n Fun International Fly-In and Expo kicked off a celebration of the 30th anniversary of initial deliveries of its Caravan 208 single-engine utility turboprop. “Three decades after entering into service, the Cessna Caravan still defines the modern single-engine utility segment,” said Christi Tannahill, senior vice president, Turboprop Aircraft and Interior Design. “We continue our robust investments in the Caravan family based on customer needs, with the latest being the Grand Caravan EX.” Conceived as a rugged utility aircraft with low operating costs, the Caravan was designed for use in remote areas with extreme weather changes, mountainous terrain and rough landing conditions. As the aircraft’s versatility became renown in all corners of the world, the Caravan began to see wide use in global markets by a variety of customers, including government agencies, law enforcement and militaries, air ambulance operators, freight haulers, corporations and humanitarian organizations. The first Caravan was delivered on Feb. 25, 1985, to an air service provider
Cessna Caravan – 1980s (Cessna Photo)
Cessna Grand Caravan EX
in Alaska, and the next day Federal Express (now FedEx) took delivery of its first Caravan, which included a belly cargo pod and other modifications specially designed for the express delivery pioneer. Today, FedEx, through contracts with Part 135 operators, makes use of about 240 Caravans reporting a dispatch reliability rate in the 99th percentile. Later this year, the company expects to deliver its 2,500th Caravan, and the fleet
(Cessna Photo)
is now certified in 100 countries with more than 13 million flight hours amassed. The Caravan’s unique combination of power, range, versatility and short field performance make it ideal for a wide range of missions, while its simplicity and durability make it the first choice for operators needing dependable air transportation. Throughout the years, the versatile design has helped businesses expand globally while remaining the reliable and rugged
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workhorse for which it was designed. Cessna currently offers four Caravan models: the Caravan, the Grand Caravan EX, the Caravan Amphibian and the Grand Caravan EX Amphibian. The Grand Caravan EX features a Pratt & Whitney Canada PT6A-140 engine rated at 867 horsepower to give the upgraded model a 38 percent improvement over the rate of climb of the previous Grand Caravan model, a 350-foot reduction in takeoff roll and a 10-12 knot cruise speed improvement on average. Cessna Caravan program milestones: 1981 Cessna launched the Caravan program Continued on Page 41
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May 2015
HARTZELL AWARDED TC FOR TWO-BLADE BANTAM PROP FOR ROTAX ENGINES
Hartzell Propeller has received a Type Certificate from the Federal Aviation Administration for the new twoblade extremely lightweight Bantam propeller for use with the Rotax 912 and 914 four-stroke engines series, used mostly for light sport and ultra light aircraft. “The Rotax 912 and 914 series of four cylinder four stroke engines perform even better with Hartzell’s new twoblade Bantam prop,” said Hartzell Propeller Joe Brown. “This will become the propeller of choice for many light sport and ultra light aircraft.” The Hartzell Bantam propeller series consists of small, lightweight twoand three-blade propellers with a thin,
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Hartzell Two-Blade Bantam Propeller
wide chord and swept high performance airfoils. The recent approval covers installation of Hartzell’s two-blade Bantam propellers, featuring carbon fiber structural composite blades, hard nickel
(Hartzell Propeller)
leading edges and composite spinners. Hartzell representatives will be in Germany at AERO Friedrichshafen April 15-18 to discuss the latest Bantam Type Certificate. Hartzell will be exhibiting at
Cessna Marks 30th Anniversary Of Caravan
Continued from Page 40 1982 First flight of Caravan 208 prototype 1984 Caravan 208 received FAA type certification 1985 Cessna began deliveries of the Caravan 208 1985 Caravan 208 approved for amphibious floats 1986 Caravan 208B Super Cargomaster, stretched by four feet in a freight specific configuration, received FAA type certifi-
cation 1990 First production Grand Caravan 208B delivered 1998 Delivery of 1,000th production Caravan 208 1998 Cessna began deliveries of the new standard Caravan 208, a Caravan 208 that features a Pratt & Whitney Canada PT6A114A engine rated at 675 horsepower 2002 Delivery of 1,000th Grand Caravan 208B 2003 Oasis executive interior option
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website for the latest aviation news...
offered 2005 Delivery of 1,500th production Cessna 208 2008 Garmin G1000 becomes standard avionics equipment 2008 TKS ice protection offered as optional 2012 Cessna and China Aviation Industry General Aircraft Company Ltd., (CAIGA) announce joint venture to conduct final assembly of Caravans in China for the Chinese market
Hall-Stand A3-124. The new propellers are available in various diameters ranging from 67-77 inches through Hartzell’s Top Prop performance conversion program. Bantam two-blade props are approved for 912iS Sport (100hp), 912 (80hp), 912 (100hp) and 914 (115hp) engines. Lightweight Bantam two-blade propellers weigh only 25 pounds, including spinner. Superior strength of the carbon fiber structural composite material enabled the Hartzell Propeller engineering team to design blades with wider chords and thinner airfoils, ultimately leading to higher performance and durability.
2013 Cessna began deliveries of Grand Caravan EX, featuring a Pratt & Whitney Canada PT6A-140 engine rated at 867 horsepower 2013 Grand Caravan EX Amphibian received FAA type certification, deliveries commence
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In Flight USA Celebrating 31 Years
May 2015
It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating proactive aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerpted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
The term autothrottle (automatic throttle) refers to the thrust control function of the automated Flight Management System (FMS) found on most large commercial aircraft. Generally speaking, autothrottle systems operate by adjusting the fuel flow to the engines in response to a set of desired parameters compared to actual flight data input. These parameters may be set manually by the pilot or determined automatically by the FMS, which instructs the autothrottle to increase or decrease thrust to maintain the desired vertical flight profile and/or airspeed. It is incumbent upon flight crews to be fully aware of the differences in autothrottle function associated with the FMS mode selections available in their particular aircraft make and model. In some systems, the autothrottles will “wake up” in all modes in order to maintain a selected airspeed or a minimum flying speed, but other systems do not have this feature. In the following ASRS reports, airspeed control issues resulted when the autothrottles did not respond as expected due to a more basic “mode” error, the ON vs. OFF “mode.” Another aspect common to these reports is a delay on the part of one or more of the flight crew in recognizing how the lack of autothrottle response was affecting the aircraft on a very basic level. In an age of flying by “system management,” it is important to remember that, when aircraft performance appears compromised, an immediate evaluation of raw data (airspeed, attitude, altitude, thrust setting, rate of climb or descent, DME, etc.) is the flight crew’s best resource for understanding the energy state of the jet. Raw data is fast, factual and not subject to programming or mode errors. It represents the “real world” in which the jet exists regardless of how “virtually” it is operated.
A Whole Lot of Shaking Going On
A B757-200 experienced a high altitude stall when the autothrottles failed to re-engage after being intentionally disen-
AUTOTHROTTLE SPEED CONTROL ISSUES gaged. Beginning with the Captain’s report, the members of the augmented flight crew present three interesting perspectives on the incident.
Captain’s Report:
• We began to pick up light to moderate chop, and I selected Mach .78 in the autothrottle speed window. The airspeed decrease was minimal as I fought the autothrottles to retard, so I clicked them off until Mach .78 was achieved. I put .78 in the FMS cruise page, and selected VNAV on the Mode Control Panel. I then gave my seat to the Relief Pilot. [After] I walked to the aft galley to check on the Flight Attendants and passengers…moderate buffeting began. I [returned] to the cockpit where I observed that we were in a climb at .74 Mach passing 30,500 feet…. We advised ATC of the altitude loss due to turbulence and returned to FL350. The likely causes include: 1. The autothrottles were not engaged. When I slowed down for the turbulence just before the Relief Pilot was to relieve me, I clicked the autothrottles off but did not verify that they reengaged in Speed or VNAV mode. 2. Distraction from the seat swap, ATC radio chatter (loud squeal). 3. Late night “fatigue” compounded by 90 minutes of flight in light to moderate chop and thunderstorm deviations. When the vibrations started, I thought it was due to another aircraft’s wake vortices. The First Officer thought it was a Mach over-speed buffet or engine vibration. The moderate vibrations during the few minutes of buffeting made reading the panel instruments very difficult. The noise from the autopilot disconnect warning was adding to the stress. Stick shaker was noticed by one pilot but not the other… Maintaining aircraft control, analyzing the situation, and taking appropriate action are paramount. Mach recovery is also critical in high altitude recovery. When exchanging seats or aircraft control, verify you have the automation
doing what you think you have it doing.
Relief Pilot’s Report:
• Approximately five minutes [after I took the left seat], the First Officer commented about an abnormal vibration. The vibration went from light, increasing to moderate, to the point that the autopilot disconnected. The First Officer assumed control of airplane. We scanned the flight instruments to ascertain the problem, but continuous buffeting made it impossible. When we realized our speed was slow, we maintained wings level, lowered the nose, and made a smooth recovery. Our altitude went from FL350 to approximately FL290… Late night flying in continuous turbulence can be very fatiguing.
First Officer’s Report:
• At FL350, I felt a strange vibration through the airframe, and commented to the flying pilot… I initially scanned the upper and lower EICAS for a possible engine malfunction. In about 10-15 seconds, the siren (“wailer”) began. I initially believed it was an over-speed. We began descending. I took control of the airplane, maintained wings level, and closed the throttles. The vibration made it difficult to see the flight instruments. I set pitch and thrust for level flight. Upon discovery of very slow speed, I commanded climb thrust and set the nose attitude, accelerated to clean maneuver speed, and began to climb back to assigned altitude. The circumstances, beginning with the vibration were highly unusual, something I have never seen demonstrated in the simulator. Furthermore, the high altitude recovery following a possible autopilot disconnect, is something that should be demonstrated in the simulator. decision.
Low and Slow
Lack of communication and confusion about the autothrottle status led to a go-around for a B777-200 flight crew.
• The autothrottle became disconnected on final several miles from the runway, but this was not recognized until short final. I noticed the IAS at Vref (142 knots) at 200 feet AGL. I asked the Pilot Flying (PF) to add power and realized that the autothrottles were not driving the power. The PF did not respond immediately. I believe he was confused as to why the autothrottle was not responding. The IAS then decreased to approximately five knots below Vref. I again requested more power and brought the First Officer’s attention to the low speed condition more urgently while I began pushing the throttles up myself. At this point, the PF reacted with more thrust and the speed immediately jumped to Vref +5, but then continued to accelerate beyond Vref +10. I felt the approach to be unstable and called for a missed approach at 50-100 AGL. The goaround was completed without contacting the runway. More attention to cockpit automation was necessary. A later review of the incident revealed that the PF had disconnected the autothrottles at the same time as the autopilot with the intention of hand flying the approach. By utilizing a “double click” of the autothrottle disconnect button, the Autothrottle Off aural warning was prevented from sounding since the system assumed the act was intentional, as it was in this case. Fatigue following a more than 12-hour flight was a factor.
Lower and Slower
An A321 flight crew got into a low energy situation that led to an “ugly landing” when the autothrottles failed to “spool the engines” as expected. • When it was time to start the managed arrival, I pushed the altitude selector button on the Flight Control Unit (FCU). At this point, we suffered a Flight Management Guidance Computer (FMGC)1 malfunction, which resulted in loss of my map display as well as a minor ECAM and loss of GPS primary positioning on the Captain’s side. This resulted in Continued on Page 43
SCHWEISS DOORS INTRODUCES
May 2015
For those willing to do some work to save some money, Schweiss Doors has developed a Build Your Own Door Kit. Customers willing to weld their own steel doorframes may purchase the company’s properly sized major hydraulic door components. One of the challenges when figuring out the Build Your Own Door Kit was to be able to develop a hinge that comes pre-assembled, pre-welded and is robust in design. The key is Schweiss’ uni-body hinge design that wraps around the steel doorframe members, making it the strongest, most reliable hinge design in the industry. It includes a first-of-its-kind hydraulic hinge with grease zerks located so hinges can be greased from the inside. The kit includes a complete set of new design heavy duty end and center hinges, strong cylinders, a factory wired Red Power hydraulic unit and all the seals
Safe Landings
Continued from Page 42 a transfer of control to the First Officer. At the 1,000 feet AGL call, the First Officer called “stable” and I confirmed that we were on glide path and within a couple of knots on the low side of Vapp. At the 500-foot call, I called “stable, REF minus three to four.” Because we were a little slow, I made a conscious decision to watch the airspeed, as the A321 tends to be less forgiving if energy gets low. I made a call of “REF minus five” at some point closer in and another call of “REF minus 8” as we were approaching 50 feet AGL. I was expecting the autothrottle to have spooled the engines by now, but it had not changed the downward trend in airspeed. We landed hard, and I was expecting a bounce, but we did not get one. It was an ugly landing, and it unnerved both of us. The weather was not a factor as far as I could tell. It was just an average day with light winds. I cannot remember anything unusual about the gap between Vls and the target speed. It must have looked pretty normal. I do remember looking at the Vapp speed displayed on the First Officer’s MCDU since mine was not working, and it showed 144 knots, which seemed about right… The bottom line is that the airspeed drifted downward below Vapp during the last 500 feet of the approach without the autothrottle spooling up the engines. I had not seen this before. Up until now, I have experienced pretty reliable performance from the autothrottle. Upon later reflection, I wondered what a go around would have looked like. We were
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necessary to construct a weathertight door, allowing customers to manufacture the steel doorframe at a considerable savings. Design software provides doo specs, weights and forces, along with specific details for accurate construction and installation. Schweiss Doors will provide an easy-to-read blueprint and complete steel list with steel member lengths and sizes required to get you started. “It’s now easy and simple for customers to manufacture the steel doorframe with these door components, making the door kit user-friendly, thereby allowing hydraulic doors to be built in your own shop,” says Mike Schweiss, owner of Schweiss Doors. “The Build Your Own Door Kit reduces delivery cost to the enduser and savings are further compounded by having the customer build their own door.” Schweiss Doors is the premier manufacturer of hydraulic and bifold lift-strap low on energy. The increase in thrust as well as increase in pitch for the go around would have put the tail of the aircraft very close to the runway surface. I am reasonably sure we would have made contact with the runway, wheels first, during the go around. We need more autothrottle OFF practice, so it is more instinctive to intervene and skillfully restore proper energy during an approach. We are losing our ability to hand fly the airplane.
Schweiss Doors now offers a build-it-yourself hydraulic door kit that comes with all the necessary quality Schweiss door components and detailed instructions from start to finish. (Schweiss Doors) doors. Doors are custom made to any size including the doors. For more informafor any type of new or existing building tion on the Build Your Own Door Kit, for architects and builders determined to visit www.bifold.com/build-your-owndo amazing things with their buildings, door.php
Golden West Regional Fly-in 2015 NEW DATE: October 17 • 9 a.m. to 3 p.m. at Yuba County Airport (MYV), Olivehurst, California Take a step““Back to the Future” and capture the old fashioned fun of a home town fly-in. This one day event features great food, education, hangar flying and an experience geared towards introducing new generations to the fun side of aviation. The traditional Golden West airshow is being replaced by a fun-filled day of visitor participation in a number of fun flying events.
Pancake Breakfast • Forums • Aircraft Displays • RC aircraft New Drone Zone • Exhibits • The KidQwest Hangar (aviation-related hands on activities for kids of all ages) • Young Eagles Flights for kids ages 8-17 4th Annual EAA Chapter vs Chapter Aircraft Competition
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FLYING INTO THIN AIR
In Flight USA Celebrating 30 Years
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fter running out of fuel, a Learjet Model 35, tail # N47BA spirals to the ground and crashes, killing all occupants of the plane. What had happened? The plane, operated by Sunjet Aviation had been dispatched that morning in Orlando (October 1999) for a flight to Dallas and cleared by ATC for FL 390. Shortly thereafter, all communications seized and could not be re-established. Several U.S. Air Force and Air National Guard aircraft intercepted the airplane as it proceeded northwest bound. The military pilots in a position to observe the accident airplane at close range stated that the forward windshields of the Learjet seemed to be frosted or covered with condensation. The safety board concluded later that a loss of pressurization led to crew incapacitation before the pilots donned their oxygen masks. This is not the first – and probably not the last – accident caused by lack of oxygen. It just became famous because of the passenger on board: Golf legend Payne Stewart. Why is it that a sudden drop in pressure can have such devastating consequences? If we can hold our breath under normal circumstances for a minute easily, why can we not do it at altitude? Instead, we lose consciousness within seconds? When I taught students how to scuba dive, I regularly talked about the risk of “shallow water blackout,” a condition where a breath hold diver after an extended time at depth ascends and loses consciousness at a shallow depth before the diver can reach the surface – often leading to death by drowning. What is the common thread? What is it that the “Human Factors in Aviation” book doesn’t tell us? Unfortunately, we have to go back to some rules of physics in order to understand how our body deals with pressure change. But it’s worth it because we will get a good grasp of what to expect when we venture into thin air. First, let’s define pressure for the purpose of this discussion. Let’s not talk about pascals, bars, or inches of mercury. The simple term “atmosphere” (atm) is sufficient for our purposes. The variation in pressure that we encounter daily, which may amount to approximately plus or minus five percent and for which we compensate on our altimeters, is not relevant for today’s topic. The fact that we live in an environment of one atm of pressure as long as our feet are on the ground is sufficient to understand what pressure change does to us.
May 2015
Let me briefly mention Boyle’s Law, which states what we intuitively know: The volume of a given mass of gas is inversely proportional to the absolute pressure (assuming no temperature change). In other words, an air mass at 0.5 atm pressure – as we will find at about 18,000’ altitude – will take up twice the volume of the air mass on the ground (our one atm environment). Twice the volume for the same air mass, i.e. for the same amount of gas molecules means there is less air to breathe at altitude, but we knew that already. Now we are getting more serious: The Law of Partial Pressures, observed by John Dalton in 1801 states that the total pressure exerted by a mixture of gases is equal to the sum of the pressure of each of the different gases making up the mixture – each gas acting as if it alone were present and occupied the total volume. As our air is comprised of about 21 percent oxygen and 81 percent nitrogen (for our calculation today we simplify this to a 20/80 ration), Dalton’s Law states that the one atm pressure that we are exposed to on the ground, consists of a partial pressure (Pp,O2) of oxygen of 0.2 atm and a partial pressure of nitrogen (PpN2) of 0.8 atm totaling 1.0 atm of total pressure for the gas mix, which we call air. PTotal = PpO2 + PpN2 = 0.2 atm + 0.8 atm = 1.0 atm If the pressure increases, so do the partial pressures – this is a typical scenario in scuba diving. At a water depth of 10 meters, the total pressure doubles, and air at this pressure contains oxygen at a partial pressure of 2 x 0.2atm =0.4 atm and a PpN2 of 2 x 0.8atm = 1.6atm. But since we are going up in the earth’s atmosphere, as pilots, we are only confronted with a decrease of pressure as we climb along with a decrease of the partial pressure of the gases in the air. By the way, for the purpose of our discussion, we can assume that the actual mix between oxygen and nitrogen does not change with altitude – only the density and the number of gas molecules per volume decreases. The graph in figure one, comprised of data from different sources incl. NOAA and others shows the pressure decrease with altitude, and it applies equally to the total air pressure and – since the gas mix remains constant – it applies as well to the partial pressures. We will specifically focus on the partial pressure of oxygen. The graph shows that the air pressure drops to 0.5 atm at an altitude of approximately 18,000 feet. What will the partial Continued on Page 46
May 2015
www.inflightusa.com
Marilyn Dash’s
T he Py lon Pla ce
AIR RACERS KEEPING BUSY
While we wait for air racing season to begin again, several of our racers are keeping busy in the off-season.
IN THE
OFF-SEASON…
Setting Records…
Last year, Elliott Seguin and his team put together the Mojave Experimental Fly-In to showcase experimental aviation, maybe go for a few records and then hang out with a bunch of cool people for the weekend. Andy Chiavetta and his Team Chia together with Elliot, Lynn Farnsworth, and the Super Legacy tentatively* broke two speed records and two time-to- climb records over the Mojave weekend. The 3,000 meter time-to-climb was completed in under two minutes. That’s a 1,500 meters per minute climb! (For those who don’t believe in the metric system that’s more 4,900 feet per minute). Racing fans know that Lynn has been racing his Super Legacy in the Sport Class for many years, and Elliot was part of John Sharp’s Nemesis Team before moving over to the Formula 1 Class with his own Wasabi Racing. Andy Chiavetta has been instrumental in developing some fast Sport Class racers. I first remember meeting him while he was working with Darryl Greenamyer and his Race #33. He was also a key figure behind getting a new canopy on Strega in record time during the races in 2013. Later during the Mojave weekend, it was Klaus Savier’s turn. Klaus is another Sport Class Racer – and he is the test pilot for his company, Lightspeed Engineering. His team included Jenny Tackabury and Rich Jankowski. Between them, they demolished three world records. The 100 km and 500 km in the C-1A catego-
Elliot Seguin and his partner in crime, Jen Whaley. (Tim Adams)
45
Phil Goforth in Knotty Girl.
Slingshot, I mean Second Wind with Mike Mundell. (Tim Adams) ry using the Delaminator Varieze. The 2,000 km in C-1B also fell using the Determinator LongEZ. Another award went to Justin and Josh Phillipson for design/build of Justin’s newest racer No Strings Attached. Justin has been racing in the IF1 class for years using another aircraft and is fulfilling his dream of building his own racer – starting with a basic shoestring project about two years ago. *I should mention that all records are considered tentative until verified and certified by the FIA.
International Formula 1 Goes International Again in 2015
The Air Race 1 World Cup Series has expanded their schedule to include three races this year. Several familiar names from the Reno Air Races are on the official list of participants. Thom Richard of Precious Metal fame has recently acquired Brian Reberry’s racer – now called Hot Stuff (previously known as September Fate). He will be onboard for the races. Long time IF1 racers, Philip Goforth in Knotty Girl, Steve Temple in Madness, Jay Jones in Quadnickel, and Tom
(Tim Adams)
Watkins in everyone’s favorite, Pooder – will be showing their stuff. Other IF1 Reno racers, including Stephen “SPH” Partridge-Hicks in Miss USA, Dave Holmgren in Last Lap Player, Mike Mundell in Second Wind (aka Slingshot), Jim Jordan in Miss Min, and Kent Cassels in Margaret June will join them. The first race will be in Tunisia in June. The aircraft have already been packed up and are somewhere in transit. Currently, 18 racers from six countries will represent Air Racing in the threelocation 2015 Series. Tunisia, Spain and the final stop in Reno, Nev. will make for an exciting year of flying for these guys! I can’t wait to hear the stories. Wish I could join you guys! Until next time… Fly Low and Fast… Special thanks this month to Tim Adams for the use of his wonderful Photography!
Old School Aviation Advanced Warbird Flight Training WWII Stearman and Texan AT-6
Contact Dan Vance 707.972.1293 Vance824@aol.com OPERATING OUT OF:
Sonoma Jet Center 6000 Flightline Dr., Santa Rosa, CA 95403
TEXTRON AVIATION LAUNCHES “TOP HAWK” UNIVERSITY PARTNERSHIPS 46
In Flight USA Celebrating 30 Years
Textron Aviation Inc., a Textron Inc. company, on April 21 at the annual Sun ‘n Fun International Fly-in and Expo launched Top Hawk, a partnership with U.S. university aviation schools. Top Hawk will provide students access to industry-leading aircraft, coupled with a unique internship opportunity during the summer of 2015. Universities selected as the initial partner schools are, EmbryRiddle Aeronautical University, Kansas State University, Liberty University and the University of North Dakota. Through Top Hawk, Cessna will provide partner schools full use of a branded Cessna Skyhawk 172 aircraft for the remainder of 2015. Partner schools will
use the aircraft for flight training, recruiting and promotional activities. In addition, one student from each school will participate in Textron Aviation’s internship program in cooperation with the Textron Aviation Employees Flying Club. During the summer internship, students will get exposure to business operations, lead ground school classes, and continue to build flight hours through flying lessons and discovery flights. At the end of the summer, the interns will participate in a flying competition through which one aviator will be named Top Hawk. “This is a unique opportunity for the company and the participating universities,” said Doug May, vice president,
Flying Into Thin Air
Continued from Page 44 pressure of oxygen be at that altitude? You figured it out: It’s 0.5 x 0.2 atm = 0.1 atm! The decrease in atmospheric pressure is not a linear function––the air pressure gets cut in half again (0.25 atm) at about 33,000 feet. At 70,000 (we would have to trade in our C152 for a SR 71 or Concorde), the remaining air pressure is less than 0.1 atm.
If all of the above was rather boring and you regret the time that you wasted on this article, bear with me for another minute because here comes the reward for your patience: Scientists may argue that life is much more complicated, but the simplified fact is: The human body’s need for oxygen is driven by the oxygen partial pressure (PpO2) it encounters. On the ground, the
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Piston Aircraft. “Recognized as the worldwide flight trainer of choice, the Skyhawk gives students, and prospective students, the most technologically advanced flight training platform available. We’ve had long relationships with all four university aviation departments. We look forward to deepening those ties through Top Hawk as these schools continue training the next generation of pilots.” Joining Cessna for the launch of the program were representatives from each participating university. The EmbryRiddle and Liberty branded Skyhawks will be featured throughout the weeklong Sun ‘n Fun event, along with other Beechcraft and Cessna aircraft as part of
body is exposed to 0.21 atm, but the human body has an “operating range” from about 0.14 to more than 2.0 atm. Above this range (or after long term exposure), oxygen can become toxic to the body, below this range, oxygen deprivation will lead to reduced performance, unconsciousness, and eventually death. Although the tolerance to low oxygen levels (partial pressures) may vary, we can assume that below an oxygen partial pressure of about 0.15 atm symptoms may be encountered. What does that mean? Let’s look at some examples: • I once flew with a student at 13,000’ and after 10 minutes (remember: we are allowed to stay there without supplementary oxygen for 30 minutes) he showed symptoms of anxiety and only the immediate supply of oxygen calmed him down). What is the PpO2 at 13,000’? (Approx. 0.12 atm) • The crew in Glen Payne’s Citation encountered a depressurization at 39,000’ without wearing oxygen masks. Due to the rapid pressure loss, they were suddenly exposed to an air pressure of about 0.2 atm the PpO2 in the pilot’s body would immediately drop to 0.04 atm, thereby rendering him unconscious in just a few seconds. • Had the pilots recognized the depressurization in time and donned their masks, they would be breathing pure oxygen at the same surrounding pressure of 0.2 atm. The oxygen partial pressure would have been 1.0 x 0.2 atm = 0.2 atm, and they would have been fine! • The SR 71 pilot flying at 70,000’ altitude has a pressurization loss and encounters a surrounding pressure of less than 0.1 atm. Even breathing pure oxygen only provides him with a PpO2 of less than0.1 atm – not enough to survive.
May 2015
the Textron Aviation static display. “It’s critical to the aviation industry to encourage young people to consider careers in aviation, as pilots, technicians and administrators, and to train them in the best possible equipment as the foundation of their career,” May said. For more information on the Top Hawk program, visit cessna.com/tophawk. That’s one reason why pilots in that environment wear suits that will provide a pressurized environment, even in case of a malfunction of the pressure hull. • The free diver who encounters “shallow water blackout” hyperventilated before the dive to lower the urge for breathing (which is not triggered by lack of oxygen but by a high concentration of CO2). He started his dive with a PpO2 of 0.2 atm, doubling it by diving to a depth of 10 meters. As he stayed at 10 meters for a period of time during which oxygen was metabolized, the PpO2 may have been cut in half, from 0.4 to 0.2 atm. As the diver ascends and comes close to the surface, the water pressure decreases and the PpO2 approaches 0.1 atm – not enough to stay conscious and no will power in the world can change that. Flying at high altitudes is a great experience – avoidance of low level weather, generally more economic and faster travel, awesome sights are good reasons to explore more of the third dimension. But let’s not lose respect for the inherent dangers of this environment! It’s unwise to just get a bottle of oxygen and go – do your homework! Learn more about the physical and physiological effects of the higher altitudes, get trained on the oxygen systems, masks, cannulas – and if you have a chance to evaluate your personal “altitude performance” by visiting a hypobaric chamber, go for it! Fly High, Fly fast, fly safe!! Peter Schlieck is the CEO of Canadian Flight Centre. He teaches on the topic of high altitude flying, and the school provides hypobaric chamber training as well as airborne training for the use of oxygen.
SCHWEISS DOORS ADDRESSES NEED FOR RESIDENTIAL AESTHETICS May 2015
www.inflightusa.com
SilverWing at Sandpoint Airpark is Exclusive Home for Aviators and Their Families
Solid construction and aesthetic style led the developers of SilverWing at Sandpoint airpark to select hangar doors from Schweiss Doors. Building plans offer five residentialstyle hangars and two commercial-style hangars, with options for custom designs. Models range anywhere from 2,100 to 4,300 square feet and all come with doors from Schweiss. “My partner did a lot of research and really, the reason why we chose Schweiss was we liked the way Schweiss doors were made and the look was really beautiful,” says Michael Mileski, SilverWing developer. “They were night and day compared to other doors we saw. The doors have lived up to their reputation. We used them a lot for plane rental storage over the years and haven’t had any problems with them at all. The pilots like them because they can get in and out quickly. We get nothing but compliments on the Schweiss doors.” Mileski said installation of the Schweiss doors was easier than expected. Everyone is pleased with how quickly the liftstraps raise the doors and how weathertight these attractive bifold hangar doors are. The northern Idaho fly-in airpark community, set between Schweitzer Ski Mountains and Lake Pend Oreille, offers a rare opportunity in aviation real estate. It serves as an exclusive prototype home for aviators and their families. The development is comprised of 44 spacious lots and 10,000 square feet of community common area with a recreation center, complete with pool, spa, exercise room and barbecue area. SilverWing at Sandpoint was designed specifically for pilots and aviators with direct access to the Sandpoint Airport. Owners have the option to build a hangar or a residential hangar, but there are two commercial lots available. Sandpoint Airport is jet-capable, with a 75 x 5,500-foot runway and instrument approaches. Aircraft mechanics are available at the airport. “We have a 55 x 56 square foot furnished model prototype twin hangar home built with an adjacent sell – more than 3,000 square feet for the hangar and 3,000 square feet for the residence,” Mileski says. “We have potential buyers that can stay overnight. This model is very popular. The way we built it, you wouldn’t know it’s a hangar. It’s the biggest struc-
A beautiful Kodiak airplane and SUV stand ready to venture to the great outdoors from their hangar home location at SilverWing at Sandpoint airpark. Behind them, the hangar has a Schweiss Bifold liftstrap door. (Jessica Ambats)
ture on the airport and very eye-catching. Everyone wants to see the model unit.” Schweiss Doors custom-built the upscale bifold liftstrap designer doors so the buildings don’t look like hangars, even though they are the bigger structures in the airpark. Doors were specifically designed with ornate windows to provide a more residential appearance instead of an airplane hangar. The widest and tallest hangars available vary according to the airpark footprint. Some lots are close to a half-acre in size. Of the seven types of models, the biggest one allowable is for a 70x75-foot hangar door. Each fly-in unit will contain a hangar on the ground floor, with residential space above or adjacent to the hangar. “The reason we chose Sandpoint, after doing a lot of research, was its location on the public airport,” Mileski says. “There are remote back country airstrips and incredible untouched surrounding wilderness. There’s a great ski resort. The city of Sandpoint has everything you want and Lake Pend Oreille is there and property taxes are only 1 percent. “We’re looking forward to proceeding as planned. We have one mission in mind, to build the best and most unique fly-in community with the highest commitment to detail ever put forth toward an aviation development. This place is simply too precious to create anything less.” Schweiss Doors are a part of that plan. Schweiss Doors is the premier manufacturer of hydraulic and bi-fold liftstrap doors. Doors are custom made to any size for any type of new or existing building for architects and builders determined to do amazing things with their buildings, including the doors. For more information, visit www.bifold.com.
47
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION
1977 Cessna 310R
1967 Beechcraft V35
1864 TTSN A&E, NARCO IFR, A/P, Good Original Paint and Interior, NDH, ..$99,950
1914 TTSN, 200 SNEW Engine, A&E, NARCO IFR, A/P, Nice Original Paint and Interior ..$99,950
1980 Cessna 152
1977 Piper Warrior II 151
4000 TTSN. 2400 SMOH. New king digital IFR, Garmin Transponder, DME, NDH, new windows and plastic .......................$29,950
2000 HRS. TTSN, NARCO IFR, Original Paint, New Interior, Needs annual completion, Missing minor parts, NDH ....$19,950
FILE PHOTO
LD SO 1979 Cessna 172N Skyhawk II
1967 Cessna 182 K Skylane
1822 TTAF, 1822 engines and props., Audio Panel with 3 Light Marker Beacon, NAV/COM, DME, ADF, Transponder, Factory Long Range Fuel Tanks....$44,950
1363 TTAF, 107 STOH, 0 SPOH, King KX 170B NAV/COM, Transponder, ACK-30 Encoder, New magnetos and harness, wheel pants, NDH .........................$44,950
1955 Beechcraft T-34B Mentor Gray with US Aircraft markings.
1940 Phillips Aviation CT-2 Skylark 70 hours since new.
1942 Grumman Bearcat F8F-2
1944 North American P-51 D Mustang 588 hours since new.
820 hours since new.
New Corporate Hangars To be built at Hayward, CA. Executive Airport Size of Hangars Available: • 110 X 109 with doors on both north and south side with clear span 98.2’ wide by 20’ height clearance. • 110 X 55 with door clear span 98.2’ wide by 20’ height clearance.
Contact Robert Coutches at 510-783-2711 for more info. Robert Coutches
(510) 783-2711 21015 Skywest Drive, Hayward, CA 94541
www.americanaircraft.net
In Flight USA Celebrating 30 Years
48
May 2015
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. 00
Phone: (650) 358-9908 Fax: (650) 358-9254
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AIRVENTURE OSHKOSH 2015 NEWS Check the In Flight USA website for more AirVenture Oshkosh News • www.inflightusa.com
Air Show Performers Announced, Official Daily Schedule Set
“The 4Cce” air show team of Matt Chapman, Jack Knutson, Rob Holland, and Bill Stein are among the star-studded performers flying in Oshkosh this year. (DeKevin Thornton/EAA)
The daily schedule for the afternoon and night air shows at EAA AirVenture Oshkosh is now confirmed, and several more top performers have been added to the roster for the “World’s Greatest Aviation Celebration” on July 20-26. In addition, commitments have been received for specific days when these performers will be flying. EAA AirVenture air shows are sponsored by Rockwell Collins. This year’s all-star lineup includes: Monday, July 20: AeroShell Aerobatic Team (T-6s); Luca Bertossio (Swift S-1 glider); Bob Carlton (SubSonex JSX-2 jet); Matt Chapman (Eagle 580); Kevin Coleman (Extra 330SC); Peter Davies (Calidus autogyro); Fairey Gannet XT752; Kyle Franklin (Piper J-3 Cub); Rob Holland (MX-2); Bill Stein (Edge 540); Warbirds of America. Tuesday, July 21: Jeff Boerboon (Sasquatch); Kirby Chambliss (Edge 540); Greg Koontz (Xtreme Decathlon); Rutan aircraft showcase; Gene Soucy (Showcat); Paul Stender (jet truck); Skip Stewart (Prometheus); Sean D. Tucker (Oracle Challenger III); The 4ce (formation aerobatics); Warbirds of America; Matt Younkin (Twin Beech). Wednesday, July 22 (afternoon): Vicky Benzing (Stearman); Julie Clark (T-34); Kirby Chambliss (Edge 540); Kyle Franklin (Piper J-3 Cub); Mike Goulian (Extra 330SC); Jim Peitz (Beech F-33C Bonanza); Melissa Pemberton/Skip Stewart; Joe Shetterly (RV-8); Gene Soucy/Teresa Stokes (Showcat); Paul Stender (jet truck); The 4ce (formation aerobatics); Patty Wagstaff (Extra 300L); Warbirds of America. Wednesday, July 22 (night): AeroShell Aerobatic Team (T-6s); Luca Bertossio (Swift S-1 glider); Bob Carlton (SubSonex JSX-2 jet); Eagles skydiving formation group; Jerry Kerby (RV-8); Gene Soucy (Firecat); Matt Younkin (Twin Beech). Thursday, July 23: Jeff Boerboon
(Sasquatch); Kirby Chambliss (Edge 540); Greg Koontz/Alabama Boys (Piper J-3 Cub); Sammy Mason (Pitts S-1S); Jim Peitz (Beech F-33C Bonanza); Melissa Pemberton/Skip Stewart; The 4ce (formation aerobatics); Sean D. Tucker (Oracle Challenger III); Warbirds of America; Matt Younkin (Twin Beech). Friday, July 24: AeroShell Aerobatic Team (T-6s); Matt Chapman (Eagle 580) with R/C model formation; Peter Davies (Calidus autogyro); Eagles skydiving formation group; F-22 Raptor demonstration and Heritage Flights; Mike Goulian (Extra 330SC); USMC AV-8B Harrier II; Greg Koontz/Alabama Boys (Piper J-3 Cub); Team Aerostars (Yak 52 formation); Vicky Benzing (Stearman); Warbirds of America. Saturday, July 25 (afternoon): Luca Bertossio (Swift S-1 glider); Bob Carlton (SubSonex JSX-2 jet); Julie Clark (T-34); Kevin Coleman (Extra 330SC); F-22 Raptor demonstration and Heritage Flights; Kyle Franklin (Piper J-3 Cub); Mike Goulian (Extra 330SC); USMC AV-8B Harrier II; Jim Peitz (Beech F33C Bonanza); Melissa Pemberton/Skip Stewart; Joe Shetterly (RV-8); Paul Stender (jet outhouse); Sean D. Tucker (Oracle Challenger III); Patty Wagstaff (Extra 300L); Warbirds of America. Saturday, July 25 (night): AeroShell Aerobatic Team (T-6s); Luca Bertossio (Swift S-1 glider); Bob Carlton (SubSonex JSX-2 jet); Jerry Kerby (RV8); Gene Soucy (Firecat); Team Aerostars (Yak 52 formation). Sunday, July 26: Luca Bertossio (Swift S-1 glider); Jeff Boerboon (Sasquatch); Kevin Coleman (Extra 330SC); F-22 Raptor demonstration and heritage flights; USMC AV-8B Harrier II; Greg Koontz (Xtreme Decathlon); Sammy Mason (Pitts S-1S); Matt Chapman (Eagle 580) with R/C model formation; Ultralights/Electric Flight Challenge; Wright Model B; Scott Yoak (P-51). As always, the schedule is subject to change without notice. Additional showcase flights are expected to be added to each afternoon’s lineup.
Activities Confirmed for July 21 Rutan Legacy Day at Oshkosh
Burt Rutan, one of aviation’s most revered innovators, will be honored on Tuesday, July 21, during Rutan Legacy day at EAA AirVenture Oshkosh 2015. Coinciding with the 40th anniversary of Rutan’s iconic VariEze, the day begins with a Homebuilts in Review presentation about the canard design, followed by several more activities throughout the
day culminating with a Theater in the Woods program that night. The Homebuilts in Review program gets under way at 10 a.m. at the Homebuilders Hangar and runs through 11:15 a.m. The Boeing Plaza will feature several different Rutan models on display and will include a planeside interview with Rutan at 1 p.m. Tuesday’s air show will also feature Rutan designs. That evening, the Theater in the Woods program will feature “Garage-toGarage,” a program highlighting Rutan’s 46 airplane types that have flown, along with a history of the Rutan Aircraft Factory. Here are several other activities planned throughout the rest of the week: • Wednesday, July 22, Burt will appear at the Honda Pavilion at 1 p.m. for a presentation on his newest design, the SkiGull. • Thursday, July 23, Burt will join his brother test pilot Dick Rutan in the EAA AirVenture Museum for a 10 a.m. presentation on the iconic 1985 Voyager nonstop flight around the world without refueling. At 1 p.m. Burt appears at the Honda Pavilion to present Space History and Dynamic Launch – A solution to improving space launches. Burt will attend the Gathering of Eagles on Thursday night. • Friday, July 24, the Honda Pavilion hosts the Rutan Model Aircraft Factory - RC models of the Rutan airplane starting at 11:30 a.m.
Stunning FG-1D Corsair Has Sights on Oshkosh
Chance Vought F4U Corsairs are among the most beautiful and distinctive warbirds to emerge from the World War II era, and this year EAA AirVenture Oshkosh attendees will have an opportunity to see a striking example. A FG-1D Corsair from Olympic Flight Museum of Olympia, Wash., will fly to Wittman Regional Airport for an early-week arrival (exact date to be determined) and will be on display for the duration of the July 20-26 fly-in convention. The Goodyear-built Corsair has not been to Oshkosh since it was brought here by its former owner, the Canadian Warplane Heritage Museum, which owned the aircraft in the 1970s-1990s. Restoration manager and museum board member, Brad Pilgrim, calls it the “prettiest, most perfect Corsair” he’s ever seen. “Only the radios are different from the original, other than some slight engine mods,” he said. “Otherwise she’s bone stock.” The Goodyear Aircraft Corporation in Akron, Ohio, delivered the airplane,
See this award-winning FG-1D Corsair at Oshkosh this summer. (Jim Raeder /EAA)
BuNo 92436, to the U.S. Navy on July 10, 1945 – too late for combat action during WWII. It was placed with the Marine Carrier Aircraft Service Unit 1 (MARCASU1) at Marine Corps Air Station Ewa (MCAS EWA) in Pearl Harbor and was immediately assigned to Marine Fighting Squadron 213 (VMF-213). The airplane was shipped back to Naval Air Station San Diego in April 1946 for reconditioning and repairs before being assigned to the Naval Air Reserve Training Command at Squantum, Mass.. In later years, it served in various Naval Reserve squadrons including Florida, Colorado, Texas, Michigan, and Seattle before final assignment at NAS Dallas. In February 1954, BuNo 92436 went into storage at Litchfield Park, Ariz. In October 1959, the Corsair was purchased by Alumet Smelters of Long Beach, California for $485.67, but was “rescued” from the scrap yard by Ed Maloney, founder of the Planes of Fame Air Museum in Chino, California, for $650. The Desert Aviation Company of Las Vegas acquired the Corsair in 1972 and a year later was acquired by the Canadian Warplane Heritage Museum in Ontario. After participating in numerous air shows through 1998, CWH sold the Corsair to a private owner, Brian Reynolds, who loaned it to the Olympic Flight Museum. In 2002, Reynolds decided a full restoration was due, so it went to John and Nancy Lane and their crew at Airpower Unlimited in Jerome, Idaho. Eleven and a half years and 38,000 hours of labor later, the museum has one of the most in-depth Corsair restorations ever completed. The paint scheme is from its military history, specifically the VMF-213 squadron in Hawaii, during which the Corsair performed carrier operations off of the USS Saidor. The identification number “115” is the same number this Corsair carried when it was painted in Royal Navy colors during most of its life as an air show performer, paying homage to its warbird past and commemorating its military history. Reynolds’ FG-1D Corsair won the Military award, as well as the People’s Choice trophy at the 2014 Reno National Air Races.
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In Flight USA Celebrating 30 Years
May 2015
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