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3
Calendar of Events
To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email 3rdavenue@embarqmail.com.
SEPTEMBER
2—4
3—4
3—5
9 — 10 9 — 11 10
10 — 11
11 14 — 18 15 — 18 16 — 17 16 — 18 17
17 — 18
Q Everett, WA: Vintage Aircraft Weekend, Fri. Dinner/Dance 6 p.m./Sat. 9 a.m. to 5:30 p.m., Paine Field, (425) 348-3200, vintageaircraftweekend.org. Q Marion, IN: Fly/In Cruise/In, 7 a.m. to 2 p.m., Marion Municipal Airport, (765) 664-2588, www.flyincruisein.com. Q Waynesville, OH: Airshow, Sat. airshow 5 p.m/Sun. Taildragger Fly-In 7 a.m., Red Stewart Airfield, (513) 897-7717, stewartaircraft.net. Q Newburgh, NY: New York Air Show, gates 9 a.m., Stewart Int’l. Airport, (321) 395-3110, airshowny.com. Q Steamboat Springs, CO: Wild West Air Fest, gates 9 a.m., Bob Adams Field, (970) 879-0880, www.steamboatchamber.com. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Cleveland, OH: Cleveland National Air Show, gates 9 a.m., Burke Lakefront Airport, (216) 781-0747, www.clevelandairshow.com. Q Toronto, Ont.: Canadian Int’l. Air Show, airshow noon to 3 p.m., Canadian National Exhibition, (416) 263-3653, cias.org. Q Reading, PA: Reading Airfest Air Show, gates Fri. 11 a.m./Sat. 3 p.m., Reading Regional Airport, (866) 905-7492, www.readingairfest.com. Q Virginia Beach, VA: NAS Oceana Air Show, gates 8 a.m., www.oceanaairshow.com. Q Burnet, TX: Bluebonnet Air Show, noon to 4 p.m., Burnet Municipal Airport, (512) 756-4297. Q Waukegan, IL: Northern Illinois Airshow, gates 9:30 a.m., Waukegan Regional Airport, (847) 244-0055, northernilliniosairshow.com. Q Gypsum, CO: Vail Wheels & Wings Festival, 9 a.m. to 3 p.m., Vail Valley Jet Center, (970) 524-7700, www.vailautomotiveclassic.com. Q Osceola, WI: Osceola Wheels & Wings, L.O. Simenstad Municipal Airport, www.wheelswings.com. Q San Bernardino, CA: San Bernardino Fest-Airshow/Car Show, gates 9 a.m., San Bernardino Int’l. Airport, www.sbdfest.com. Q Oneida, TN: Wings over the Big South Fork, gates 8 a.m., Scott Municipal Airport, www.wingsoverbigsouthfork.com. Q Camdenton, MO: Lake of the Ozarks Air Show, Camdenton Memorial Airport, (573) 346-2227, www.lakeoftheozarksairshow.com. Q Fort Wayne, IN: Airshow/ANG 122nd Open House, gates 10 a.m., Fort Wayne ANGB, www.fwairshow.com. Q Val-d’Or, Quebec: Val-d’Or Air Show, Aéroport Régional de Vald’Or, (819) 825-6963. Q Wadsworth, OH: Props & Pistons Festival, gates 10 a.m., Wadsworth Municipal Airport, (216) 307-7677, wadsworthairshow.wix.com. Q Hood River, OR: WAAM Hood River Fly-In, open 8 a.m., Ken Jemstedt Airfield, (541) 308-1600, www.waaamuseum.org. Q Greencastle, IN: Airport Appreciation Days, Putnam County Regional Airport, putnamcountyregionalairport.com. Q Carroll, IA: Carroll Iowa Airshow, opens 6:30 a.m., Carroll Airport, (712) 792-4980, carrollairshow.com. Q Reno, NV: Reno National Championship Air Races, Reno Stead Airport, (775) 972-6663, airrace.org. Q Troy, OH: WACO Fly-In & Homecoming, 9 a.m. to 5 p.m., Waco Airfield, (937) 335-9226, www.wacoairmuseum.org. Q Seattle, WA: Women in Aviation Int’l. Conference, Seattle Airport Marriott, (937) 839-4647, www.wai.org. Q Lakeport, CA: Clear Lake Splash-In, www.clearlakesplashin.com, (408) 255-1917. Q Everett, WA: Flying Heritage Collection Flying Tanks Day, 10 a.m. to 5 p.m., Paine Field, (877) FHC-3404. Q Torrance, CA: Celebrity Lecture featuring in Mustang Ace Col. Candelaria, 11 a.m., Western Museum of Flight, (714) 300-5524, www.wmof.com. Q Everett, WA: FHC Flying Tanks Day, 10 a.m. to 5 p.m., Paine Field, (877) FHC-3404, www.flyingheritage.com. Q Oconto, WI: EAA Warbird “Badger Squadron Six” Fly-In, 9 a.m. to 5 p.m., J. Douglas Bake Memorial Airport, (920) 246-5620, www.ocontocounty.org. Q Sedona, AZ: Family Fun Day, 9 a.m. to 3 p.m., Sedona Airport, (928) 2824487, sedonaairport.org. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org. Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Columbus, KS: Oswego Municipal Airport Fly-In, gates 8 a.m., (620) 795-4433. Q Waco, TX: The Heart of Texas Airshow, 10 a.m. to 6 p.m., TSTC Campus Airport, www.heartoftexasairshow.com.
Continued on Page 7
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In Flight USA Celebrating 30 Years
COVER STORY
September 2016
SCHEYDEN’S HEROLD HAS PASSION FOR AVIATION AND FUN MAKING HIM THE PERFECT OWNER AND HOST OF AVIATION EXPO 2016
S
By Vickie Buonocore
oon after buying a major aviation event, like Aviation Expo, it would seem logical to hire the best experts in the field of aviation, aviation event planning, and promotions to run it. These folks know how to organize, orchestrate, and efficiently pull off such an event. Of course, that’s just what Scheyden’s Jeff Herold did; he bought the show and quickly hired the best in the business. But then he added a rather unique ingredient lacking in so many major aviation-related events today. He brought his personal experience as a manufacturer, supplier, and exhibitor to the table. With that, Aviation Expo 2016, with Herold at the helm, promises to cater not only to aviators with information, products, and parties but also to exhibitors who can look forward to efficiency, marketability, profitability, and yes, parties! For exhibitors, “it’s like going to a show that I would want to be at… imagine that,” said Herold. For pilots and aviation enthusiasts, The “Flying” (i.e.
Flying Magazine) Aviation Expo presented by Scheyden, set for Thursday through Saturday, Oct. 20 through 22 at the Palm Springs (Calif.) International Airport, offers a unique platform. Featuring more than 100 brands – aviators will experience the widest selection of hands-on products in aviation and luxury lifestyle, sophisticated social events and tastings, static displays with 40 aircraft and education, and hands-on demonstrations, with dozens of sessions to choose from. As for exhibitors, there will be ease of setting up booth space, logistics that are efficient and affordable, and also special events so that owners and their staff can relax a bit and enjoy the overall experience and beautiful Palm Springs resort area. Herold recalls all too well the labor and expense in preparing for and attending major aviation events. In some cases, the events require long-distance travel, extensive over-time commitments by employees, exorbitant fees for logistics, and little time for anything else, like enjoying the venue. With Aviation Expo 2016, Herold is determined to offer
something special for everyone: show attendees and exhibitors alike should enjoy the venue and the location. “There’s wonderful golfing, dining, and shopping in the Palm Springs area,” he noted. “Everyone should have a chance to enjoy that.” By offering a first-class event, the show attracts “quality attendees” thereby assuring success for the exhibitors, those offering educational sessions, and seminars and the pilot participants and aviation enthusiasts. Herold launched his career in 1990 in the golf industry. He manufactured and sold golf accessories and developed the most highly rated golf travel bag in the industry. In 1998 he became a pilot. As he pursued flying lessons, he quickly realized that pilot-specific eyewear did not exist. He, like everyone else, struggled to wear sunglasses and a headset at the same time. With this notion in mind, Herold flew to Japan where he knew he would find top-of-the-line eyewear manufacturers and lens technology that was at the time unfounded anywhere else in the world. Soon, he was able to establish
manufacturing and become a supplier of high-end sunglasses and eyewear specifically for aviators. In 2004 and 2005, Herold launched another portfolio in his business with luggage for pilots. He created a new “roll aboard” (as they are known) that pilots love. Now, his pilot ensemble is designed for both pilots and frequent flyers who need to protect technical devices such as electronic notepads, while traveling. He’s especially proud of his VLK – Very Light Kit – that caters to both general aviation pilots and professional airline pilots alike. In building his very successful eyewear and luggage lines, Herold knew he needed a strong presence in the aviation marketplace and looked to major aviation venues to get his message and products known to aviators. He was especially pleased to find AOPA Summits and later Aviation Expo as a perfect venue, especially on the West Coast where he is based. Of course, never overlooking Sun ‘n Fun and AirVenture, Herold was determined to get the most out of his convenContinued on Page 10
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TABLE Volume 33, Number 1
OF
CONTENTS
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September 2016
ON THE COVER COVER STORY
PHOTO FINISH
SAMMY MASON
HOLY TOLEDO! (AIRSHOW)
THE “IT” FACTOR AT AVIATION EXPO 2016
BY MIKE HEILMAN Page 49
Page 4
Cover Photo Courtesy Scheyden
NEWS AEA Unveils Second Quarter Avionics Market Report ..............8 Lancaster Museum Features NASA “Probing the Sky”............47 McCullough in Video Applauds Efforts to Save Wright Factory 12 AOPA Announced 2016 Scholarship Recipients ......................19 EAA Submits Comments on Sport CFI NPRM ..........................21 Cessna Citation Longitude Moves Closer to First Flight ........24 In Memory: Planes of Fame Found Edward T. Maloney ............28 Cubcrafters XCub: First Customer Delivery at AirVenture ......32
FEATURES
COLUMNS
Editorial: Bad is Good? By Ed Downs ..................................................................6
Flying Into Writing: Nevada Photo Mission
Donated C-47 Has Engine Failure: Help! By Alton K. Marsh (AOPA) ..............................................11 Chicago Air & Water Show From the Ground Up By Larry Nazimek ..........................................................13 Oshkosh Short Takes By Ed Wischmeyer ........................................................26
Lightspeed Announces Enhancement to Tango Headset ........36 How JetBlue is Filling Demand for Pilots ..................................38 EAA Chapter 1083 Building Airplane for Disabled Pilots ........41 Golden West Fly-In Fun For Families ........................................42 Planes of Fame to Honor Col. Bud Anderson ..........................44
Fighting Terror With Diversity By Gina Marie Giardina (USAF) ......................................37
Safe Landings: Ramping Up Safety ..................................................................................41
By Eric McCarthy ..............16 Contrails: Night Flight By Steve Weaver ..........................17 The Homebuilder’s Workshop: Flying To Oshkosh By Ed Wischmeyer ............25 Flying With Faber: Don’t Be Afraid of Lamb By Stuart J. Faber ..............29 From Skies to Stars: How Big is Big? By Stuart J. Faber ................29
The Pylon Place: Getting Ready for the Races 2016 By Marilyn Dash ................45
DEPARTMENTS Calendar of Events ..........................................................3 Classifieds ......................................................................48 Index of Advertisers ......................................................50
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In Flight USA Celebrating 30 Years
September 2016
BAD
Editorial
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TTAF 1052. 244 SMOH. Beautifully restored Great Lakes 2T-1A-2. Complete restoration in 2000. This low time aerobatic capable aircraft is ready for the airshow and fly-in season and will make the next owner truly proud. This is an ideal airplane for sunset flights and building tailwheel proficiency. Nice cosmetics - nicely equipped- nice airplane! Currently based in Erie, Colorado. ................... $76,000
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3070 TTAF, 346 SMOH Both Engines, Fixed gear Cessna Skymaster. Only 195 of these were produced, and they combine the safety and security of 2 engines with the simplicity of fixed gear. Low time, damage free, always hangared airplane, been in California since new. Owned by the same owner (WWII B-17 Airman Crewmember) since the early ‘70s ...........................$59,000
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T
GOOD?
By Ed Downs
IS
o be sure, editorial comment should have a purpose other than promoting just the opinions or ego of the writer. This writer would like to think that In Flight USA editorial views would inform and be of benefit to at least a large part of our readership. Having set this lofty goal, subject matter becomes important. Fortunately, in this fast-moving world of aerospace, recreational flying, science, and the ever-changing world of Federal regulations, topics are typically easy to find. At least, that is normally the case. This writer follows PR, news, recent events, and throws in a bit of personal experience to try to be informative and topical; all good intentions, but sometimes hard to achieve. At this time in our country’s history, it seems like our entire news and information world, including virtually every form of social media, is focused on the claptrap we politely refer to as the “political arena.” And with that, this writer comes to the title of this month’s topic… When is bad, good? For starters, bad is good in the case of written exams. As a frequent instructor of various aeronautical skills, including subjects pertaining to the FAA Knowledge Test (the official name of “the written”), two bad answers do equal a good answer. As advised many times, eliminate the two wrong answers and the one remaining must be right, whether you know it or not. But aside from that example, bad is just bad. That is until this writer had the TV news on in the background while working late one night. The news reporter (network talking head) was interviewing a highly placed person in one of our illustrious political parties with regard to the mudslinging and allegations of criminal activities being transmitted into the universe. Yes, I do mean the universe, remembering that microwave transmissions never stop. Someday, an alien species in a faraway solar system will be listening in on the American politics of 2016 and decide that they do not have to destroy the Earth, we are doing a fine job on our own, sorry, I drift. Back to bad being good. The political talking head in this interview, when pushed hard about the charges of “criminal behavior,” rather glibly replied that there is much apparent criminal behavior inside the beltway, but that is just the way politics runs in Washington DC, and it is really quite normal, with nothing to be concerned about. Seriously, that was the answer to “criminal behavior.” While still trying to suck that concept from the Big Gulp of political slop without having the
straw collapse, this writer was struck by the thought that I had heard this concept of “bad being good” before but in an aviation context. I just couldn’t pull the connection together. The following weekend, this writer was teaching a Flight Instructor Refresher Clinic (FIRC), with serious discussions involving many safety issues. The discussions turned to situations in which problems may be identified (be they flying skills, aircraft systems, or operating procedures) but are so frequent that they are accepted as being okay, or normal. One of the attendees mentioned a great article written by Charlie Precourt, which appeared in the July issue of EAA’s Sport Aviation magazine. The article, titled “Normalization of Deviance,” was immediately a familiar term coming from NASA. That was the term this writer was trying to remember. Given our politically driven entry into this subject, the term is very easy to apply. Ask the average person on the street about politicians and many potentially colorful and derogatory expressions will immediately emerge, often followed with a long sigh and words that go something like; “but that is just the way it is in politics.” In other words, we accept terrible behavior, questionable ethics, dishonesty, and boldfaced lies as simply “being normal” with politicians, even though such behavior is thought of as very unacceptable and even deviant, when encountered in our day-today interaction with real people. You see, “normalization of deviation.” NASA’s development of this term was the result of our two tragic Space Shuttle losses. While the losses of Challenger and Columbia have been explained technically, it was not technical issues that initiated these events. It was the existence of a management culture that accepted deviance from highly developed standards, on a regular basis, that made dangerous situations “normal.” While the “normalization of deviation” is not a term we often hear in the GA world, we live with it on almost every flight. Those flying airplanes built after the mid 1970s will notice that the documentation carried onboard the airplane, usually in the POH or similar operating manual, will have a Minimum Equipment List (MEL), which allows components in the plane that you need to fly safety to be broken, just as long as some defined back-up is in place. That back up can be another aircraft system or procedural in nature. The MEL on an airliner may have Continued on Page 9
September 2016
www.inflightusa.com
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Calendar of Events Continued from Page 3 17 — 18
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23 — 25 24
24 — 25
28 30 — Oct. 2
Q Wichita Falls, TX: Open House & Air Show, gates 9 a.m., Sheppard AFB, (940) 676-1330, www.sheppard.af.mil. Q London, Ont.: Airshow London, gates 9 a.m., London Int’l. Airport, (519) 433-0200, www.airshowlondon.com. Q Coshocton, OH: Wings over Coshocton Air Show, gates 9 a.m., Richard Downing Airport, (740) 622-2252. Q Durango, CO: Durango Aviation Celebration, 10 a.m. to 4 p.m., Durango-La Plata County Airport, (970) 375-5000, www.durangogov.org. Q Greenfield, IN: Indy Air Expo, gates 8 a.m., Indianapolis Regional Airport, ww.indyairexpo.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. Q New Plymouth/McArthur, OH: Vinton County Air Show, 11 a.m. to 5 p.m., Vinton County Airport, (740) 596-2588. Q Oakland, CA: Open Cockpit Day, noon to 4 p.m., Oakland Aviation Museum, (510) 638-7100, www.oaklandaviationmuseum.org. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., Gibbs Montgomery Executive Airport, (619) 301-2530. Q San Diego, CA: MCAS Miramar Air Show, gates 8:15 a.m., miramarairshow.com. Q Troy, OH: RC Fly-In, 9 a.m. to 5 p.m., Waco Airfield, (937) 335-9226, www.wacoairmuseum.org. Q Madison, IN: Riley Memorial Airshow, gates 11 a.m., Madison Municipal Airport, www.madisonmunicipalairport.com. Q Terrell, TX: Flights of Our Fathers Fly-In, 8:15 a.m. to 5 p.m., Terrell Municipal Airport, www.terrellairport.com/fly-in. Q Clinton, IA: Fly Iowa, Clinton Municipal Airport, (515) 964-1398, flyiowa.org. Q Leesburg, VA: Leesburg Air Show, 11 a.m. to 4 p.m., Leesburg Executive Airport, (703) 737-7125, www.leesburgairshow.com. Q Ocean City, NJ: Ocean City Airport Festival, 10 a.m. to 3 p.m., Ocean City Municipal Airport, (609) 399-6111. Q Topping, VA: Wings Wheels & Keels, 8 a.m. to 4 p.m., Hummel Field, (804) 286-4049, wingswheelskeels.com. Q Virginia Beach, VA: Military Aviation Museum Wings & Wheels, 8 a.m. to 3 p.m., Virginia Beach Airport, (757) 721-7767. Q Salinas, CA: California Int’l. Airshow, gates 9 a.m., Salinas Municipal Airport, (844) 647-7469, salinasairsow.com. Q Santa Rosa, CA: PCAM Wings over Wine Country Air Show, gates 9 a.m., Sonoma County Airport, (707) 566-8380, wingsoverwinecountry.org. Q Sidney, MT: Wings of Freedom Airshow, gates 10 a.m., SidneyRichland Municipal Airport. Q Atlanta, GA: CAF Atlanta Warbird Display Weekend, 9 a.m. to 4 p.m., DeKalb-Peachtree Airport, (404) 202-9348, www.atlantawarbirdweekend.com. Q Olathe, KS: CAF Heart of America Wing’s Air Expo, gates 9 a.m., New Century AirCenter, (913) 907-7902, kcghostsquadron.wix.com. Q Ocean City, NJ: Roar at the Shore Airshow, 1 p.m., Ocean City Boardwalk, (609) 399-6111. Q Saskatchewan, Can.: Swift Current Airshow, gates 3 p.m., Swift Current Airport, www.swiftcurrent.ca. Q Ranger, TX: Old School Fly-In & Airshow, various times, Ranger Municipal Airport, (254) 433-1267. Q Owensboro, KY: Owensboro Air Show, Fri. 4 p.m./Sat. & Sun. 1 to 4 p.m., Owensboro Regional Airport, www.owensboroairshow.com.
OCTOBER
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1—2
5 7—8 8
Q Georgetown, DE: Wings & Wheels, 10 a.m. to 4 p.m., Delaware Coastal Airport, www.wings-wheels.com. Q Livermore, CA: Open House & Air Show, 10 a.m. to 4 p.m., Livermore Municipal Airport, www.cityoflivermore.net. Q Hagerstown, MD: Wings & Wheels Expo, 9 a.m. to 4 p.m., Hagerstown Regional Airport, (240) 313-2777, www.wingsandwheelsexpo.com. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Warner Robins, GA: Robins AFB Thunder over Georgia Air Show, gates 9 a.m., www.robins.af.mil. Q Sacramento, CA: California Capital Airshow, 9 a.m. to 5 p.m., Mather Airport, www.californiacapitalairshow.com. Q Virginia Beach, VA: WWI Biplanes & Triplanes Airshow, Military Aviation Museum, tickets (757) 721-7767. Q Dayton, OH: WWI Dawn Patrol Rendezvous, Wright-Patterson AFB, www.nationalmuseum.af.mil. Q Indianapolis, IN: Red Bull Air Race, doors 10 a.m., Indianapolis Motor Speedway, www.redbullairrace.com. Q Liberty, SC: Champion Aerospace Airshow & Fly-In, airshow 4 p.m., (864) 843-1162, www.championaerospace.com. Q Gainesville, TX: Texas Antique Airplane “Fall Festival of Flight,” Fri. 1 p.m./ Sat. 7 a.m., Gainesville Municipal Airport, www.texasantiqueairplane.com. Q Auburn, CA: Auburn Air Fair, 8 a.m. to 4 p.m., Auburn Municipal Airport, www.auburnairfair2016.org.
Saving an aviation tradition Most teenagers can’t wait to get a driver’s license. It represents freedom and independence, and taking that test on your birthday is a timehonored tradition for millions of young Americans. For teens who yearn to fly, there’s another time-honored tradition—the birthday solo. But when a change in procedures put an end to that tradition earlier this year, AOPA worked with the FAA to bring it back. Student pilots who are learning to fly gliders or balloons can solo when they turn 14. Those flying all other types of aircraft can solo when they turn 16. But changes to the process of applying for a student pilot certificate implemented in April meant that pilotsin-training couldn’t apply for a student pilot certificate until their birthday. Because of TSA security vetting requirements, applicants could not get the certificate the same day they applied, making it impossible for them to solo on their birthday. When it became clear that the new process would put an end to birthday solos, AOPA asked the FAA to change the procedure and offered a series of recommendations for doing so. In July, the FAA restored the birthday solo and implemented many of AOPA’s proposals. Now a student pilot can submit a paper application up to 90 days before his or her eligible birthday, allowing time for the application to be processed and the student to be vetted by TSA before their birthday. Once approved, the FAA will provide the student with a temporary authorization through the Airmen Online Services section of its website and mail the permanent certificate. The paper application process is a temporary fix. The FAA will eventually allow flight instructors to process an application through IACRA, the FAA’s web-based application system, up to 90 days before the student’s eligible birthday. Traditions matter and AOPA is proud to have helped keep this one alive so young pilots can once again mark an unforgettable milestone in their aviation careers with a birthday solo.
Mark R. Baker President & CEO, AOPA
*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HɈLJ[ `V\Y Å`PUN NV [V www.aopa.org [VKH`
MEASURING SUCCESS
8
In Flight USA Celebrating 30 Years
I
By Mark Baker
President and CEO AOPA n business, we say you can’t manage what you don’t measure. That’s true no matter the goal. At AOPA we’re working to get people flying and keep them flying through the You Can Fly program. And to manage those efforts, we’re continually measuring our progress. At mid-year, we took a good hard look at our goals and what we’d accomplished, and I’d like to share some of those achievements with you. Getting lapsed pilots back into the air is the mission of our Rusty Pilots program. In the first half of this year, we held 95 free Rusty Pilot seminars nationwide. Of the 2,700 participants who have been out of the left seat for more than two
years, 32 percent have told us they’ve completed a flight review and are back in the air. To give pilots greater access to aircraft at a lower cost, AOPA created a nationwide network of flying clubs. In the first six months of the year, the AOPA Flying Club Network grew 17 percent to 744 clubs, and AOPA’s flying club staff and You Can Fly Ambassadors helped start 15 new clubs in seven states, so it’s easier than ever to find a club in your area. To help one lucky new club get off the ground, we’re giving away a Reimagined Cessna 150 to a startup club in October. With high schools nationwide embracing STEM (science, technology, engineering, and math) programs, AOPA is introducing high school students to
exciting aviation learning and career opportunities. To help get them get going, the AOPA High School Initiative is offering 20 flight training scholarships worth $5,000 each this year. We’re also building aviation-related STEM curricula and hosting our second annual High School Symposium in November. Research has shown that up to 80 percent of people who begin flight training don’t finish. Our Flight Training initiative is designed to help flight schools change that. This year, we’re having an outside firm conduct a new study to identify why some schools are more effective than others. We’re also conducting our Flight Training Poll to identify schools that deliver great training experiences. Last year, we received 7,000 responses, and we’re on track to meet and perhaps
September 2016
beat that figure in 2016. Schools that get the highest marks will be recognized with AOPA Flight Training Excellence Awards. Programs like these are effective–the numbers prove it. But they also need to be sustainable. That’s why fundraising is an important component of You Can Fly. Earlier this year, one anonymous donor said he would give $1 million to You Can Fly if we could raise an additional $1 million within 90 days. And we did–putting You Can Fly in a position to continue what we’ve started. We know we’re moving the needle when it comes to growing and sustaining the pilot population. As You Can Fly grows, we’ll keep measuring our progress. It’s the best way we’ve found to build a stronger future for GA.
AEA UNVEILS SECOND-QUARTER 2016 AVIONICS MARKET REPORT Total Sales Exceed $1.1 Billion in First Six Months of 2016
The Aircraft Electronics Association released its second-quarter 2016 Avionics Market Report. In the first six months of the year, total worldwide business and general aviation avionics sales amounted to $1,115,259,960.19, or more than $1.1 billion as reported by the participating companies. The report indicated a 6.5 percent decrease in year-over-year sales compared to the first six months of 2015 amount of $1,192,619,894.32. Sales during the second-quarter months of April, May, and June were $549,161,254.23, a 9.3 percent decrease compared to the 2015 second-quarter sales of $605,519,681.40. The dollar amount reported (using
The Aircraft Owners and Pilots Association (AOPA) Air Safety Institute (ASI) released the latest edition of the Joseph T. Nall Report, a seminal publication that examines GA accident trends in detail. The Nall Report provides the most comprehensive analysis of general aviation safety available. The latest edition includes data through 2013, the most recent year for which NTSB probable cause findings, aviation activity surveys, and other relevant data sets are available in final form. For the first time in the 25-year his-
net sales price, not manufacturer’s suggested retail price) includes: all business and general aviation aircraft electronic sales––including all component and accessories in cockpit/cabin/software upgrades/portables/certified and noncertified aircraft electronics; all hardware (tip to tail); batteries; and chargeable product upgrades from the participating manufacturers. The amount does not include repairs and overhauls, extended warranty, or subscription services. Of the more than $1.1 billion in sales during the first six months of 2016, 54.3 percent came from forward-fit (avionics equipment installed by airframe manufacturers during original production) sales, or more than $605 million. By contrast, the retrofit (avionics
equipment installed after original production) market amounted to 45.7 percent of sales during the first six months of the current year, or more than $509 million. According to the companies that separated their total sales figures between North America (U.S. and Canada) and other international markets, 66.8 percent of sales in the first six months occurred in North America (U.S. and Canada), while 33.2 percent took place in other international markets. “With so many new and innovative avionics products introduced to the general aviation market in the first half of the year, it is disappointing to see decreasing sales figures compared to the first six months of 2015, particularly in the retrofit market,” said AEA President Paula Derks.
“The lower sales figures are somewhat surprising given the fact that the deadline to equip aircraft flying in U.S. controlled airspace with ADS-B Out avionics is only 40 months away, and the fact that we have seen a slight uptick in the ADS-B equipage pace this year. It will be interesting to see future sales reports in the months following the recent AirVenture Oshkosh event that brought even more avionics products to market, along with the FAA’s ADS-B Rebate program expected to begin later this year.” More information about the AEA Avionics Market Report is available online at www.aea.net/marketreport.
tory of the Nall Report, the rate of fatal accidents in non-commercial, fixed-wing aircraft dropped below one per 100,000 flight hours. Preliminary data on more recent accidents show a small increase in the fatal accident rate in 2014, though it remains among the three lowest on record and well below the 10-year moving average. “There is good reason to be optimistic as general aviation moves forward,” said ASI Senior Vice President George Perry. “I am encouraged by the
achievements to date and the positive safety trends that this Nall Report details.” While the FAA estimates that noncommercial flight hours declined in 2013, the number of accidents declined more sharply. This resulted in the lowest non-commercial fixed-wing accident rate recorded in the 25-year history of the Nall Report: 5.79 accidents per 100,000 flight hours. “Whether it’s regulatory reform with the long-awaited FAR Part 23 rewrite, programs like NORSEE that allow safety
innovations into the cockpit, or the FAA’s updated compliance philosophy, I can’t recall a time where industry, government, and associations have been so well aligned to help improve general aviation safety,” said Perry. “The AOPA Air Safety Institute will continue to do its part by working cooperatively with the government, industry and other associations, and by providing free safety education to hundreds of thousands of pilots each year.”
AOPA ASI RELEASES NALL REPORT
September 20166
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Editorial: Bad Is Good Continued from Page 6 hundreds of items on it, many of which can be inoperative, requiring special considerations, limitations, or back-up protocols. It is probably fair to say, that virtually no airliner departs the gate with everything working just as it came out of the factory. The philosophy is that “you really do need this stuff, but with sufficient back-up considerations, we can lower the safety margin a bit and still be okay.” We have just normalized a deviation, and in most cases, increased workload on the crew. What about your flying? Be it weather, fuel availability, a maintenance issue, a forgotten chart, failure to update an iPad, or one of many other issues of flight, you will face, or probably have faced, such situations. How do you handle it? Do you say, “Well, I will just keep that in mind, and it will be okay?” If so, you have just normalized a deviation. We all know that a good aviator approaches every flight with the knowledge that flying is inherently “risky.” But our training, currency, intelligence, and just good common sense typically tell us to approach that risk head on, like checking weather, a good pre-flight, file a flight plan and so on. How do we respond when something crops up, maybe like a mag drop that is just a tad higher than it was in the past? “What the heck,” you say “it has been that way for some time with no problem… maybe it is just fowled a bit… I can clear it in flight… I will just watch it and take a closer look at annual time.” Sound familiar? You have just normalized a deviance… and it will bite you. Perhaps that mag will hang on, but the time and attention you give it might turn out to be brainpower you need somewhere else, like recognizing you have hit Decision Height while making an ILS approach in lousy weather on a dark night. Descending below DH results in impact short of the runway, followed by an NTSB investigation. The NTSB will probably conclude that the pilot simply
flew the procedure incorrectly. They may never figure out the real problem was a mag that never failed, but had you sufficiently distracted to miss DH, and important priorities of flight were missed. The culture of normalizing deviance, perhaps established without you even realizing it, was the real culprit. Complicated human factors stuff, right? It is interesting to this FIRC instructor that NASA data regarding “normalization of deviation” are not specifically covered in our Aeronautical Decision Making (ADM) part of the approved FIRC curriculums. To be sure, many elements of what ADM encompasses reflect the excellent studies done by NASA, but the term “normalization of deviation,” is not one of them. ADM hits all around it but does not get to the point that most pilots, on a regular basis, deviate from safety procedures because, “it has always been okay in the past.” Perhaps it is time that readers include it in your vocabulary. It is okay to recognize that something may be less than perfect and that operation of the mission can still be carried out if done carefully. The trick is, do NOT consider such operation as NORMAL. Remember, a safe flight does not just happen; it is caused by the PIC… you. For more information on human factors subjects, look for the great FAA publication “Pilot’s Handbook of Aeronautical Knowledge.” An entire chapter is dedicated to ADM. Virtually all aviation supply stores and online bookstores sell it, about $20, a great read. Also, go to www.faasafety.gov and log on to the FAA Safety website. This address has an incredible amount of educational information, including special subject courses and the FAA WINGS program. I think it was Orville Wright who said something like, “if you ain’t leaning, you’re getting stupid…” Okay, maybe that is a stretch, but he would have said it, if asked.
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September 2016
Scheyden’s Herold Continued from Page 4 tion-venue dollars and efforts. His first year in attendance at Aviation Expo (2013) was “light,” in terms of attendance and sales, but he chalked that up to it being the event’s first year. In the second year of Aviation Expo, he was thrilled to find his sales tripled and attributes that success to, of course the quality of his product line, but mostly the quality of attendees. He found participants to be fully engaged in piloting, both professionally and recreationally, interested in learning and growing as aviators and interested in products and services that allowed them to do so. With that, he became a presenting sponsor in 2015 only to learn that the show was up for sale and that he was the perfect candidate to buy it. He hired Andrea Berry, with 10 years of AOPA Summit experience under her belt, to be the Aviation Expo Show Director. He also hired Marty Chandler, formerly with AOPA and no less than 10,000 flying hours – including airships like the Goodyear and MetLife blimps – in his logbooks, to handle operations. Along with a team of other excellent operators, Flying Aviation Expo 2016 promises to be the best yet, drawing together the overwhelming success of AOPA Summits of days gone by along with new twists that cater to both exhibitors and attendees. (AOPA Summits have been reimaged into several town-hall style fly-ins around the country. Flying Aviation Expo is not affiliated with AOPA). For example, no one will want to miss a first-time ever live debate between Rod Machado (pilot and aviation writer and speaker) and John King (40-year coowner with his wife Martha of King Schools). “These guys are real pros with some very different ideas and philosophies about flying,” said Herold. The debate is set for Saturday at noon. Another aspect of Aviation Expo that Herold is passionate about is bringing interest and enthusiasm about general aviation and flying in general to youth. Scheyden sponsors aerobatic pilot, Sammy Mason, who will have a strong presence at Expo. He alone attracts and at the same time represents a new generation. “Sammy is a young pilot who also loves things like skateboarding and surfing. He has that hip-factor going,” said Herold. He plans to ask Mason to speak, perhaps at a pancake breakfast during the event, with possibly a couple of surprise
guest veteran airshow performers who have recently retired. “I love the idea of attracting young people to aviation by offering some of the legends in aviation the opportunity to pass-the-torch in a way to fresh, new guys who speak to the youth!” The idea is to raise interest and re-energize the aging pilot population. Thursday night will offer an exhibitor cocktail party where company heads and their employees can enjoy a first-class event that is both relaxed and designed to “get them out of the office, so to speak,” said Herold. The event is set for 6 to 8 p.m. in order for exhibitors to leave the airport area and head downtown for Village Night. Downtown Palm Springs offers a great array of dining establishments, cocktail lounges, and shopping. “This gives everyone who wants a chance to explore the downtown area a chance to do so,” said Herold. On Friday night, the venue has set up a “Hilton Poolside Party” with a magician who will be floating from table to table, doing his tricks up close and personal. There’s also a James Bond (themed) Party slated to take place at the Palm Springs Aviation Museum. “This will be a spectacular event with live music and décor suited to the theme,” said Herold. The show itself takes place at the Palm Springs International Airport, making it very accessible to pilots who fly in or drive in. Along with more than 120 exhibitors, there will be keynote addresses, seminars, educational events, and static displays with more than 40 aircraft. Demo flights will also be available to patrons, but arrangements must be made in advance through the show website at www.aviation-xpo.com. (Note “xpo” in the website address does not have an “e.”) “I’m looking forward to making this the premier West Coast aviation event and bringing General Aviation in Palm Springs back to its heyday!” said the excited new Expo owner. On the show’s website (www.aviation-xpo.com), participants can register (with exceptional pricing beginning at $39 for a one-day pass to $299 for a three-day VIP all-access pass) and outline their time in Palm Springs to take in as much of Expo as desired, plan for extracurricular activities, including golf on world-renowned courses, and enjoy the Palm Springs food scene or shopping venues. Hotel and travel links are also available on the website.
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DONATED C-47 HAS ENGINE FAILURE
September 2016
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By Alton K. Marsh (AOPA)
volunteer group that restored a Douglas C-47 Skytrain in Australia for donation to the Flying Tigers Heritage Park and Museum in Guilin, China, had an engine failure halfway to Guilin and is hoping to raise funds for a replacement.
The Buzz Buggy crew is stuck in Surabaya, Indonesia, awaiting engine repairs. Shown left to right: Alan Searle of Australia, Dale Mueller of the United States, Tom Claytor of the United States, and Barry Arlow of Australia, and sitting on the wing, project founder, Larry Jobe of the United States. (Photo Courtesy AOPA)
At the moment the mostly elderly crew is stuck in Surabaya, Indonesia, until another engine arrives. The group
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has started a funding program through “gofundme” at www.gofundme.com/ 25ccc2zw to pay for the engine replacement. They are aiming for the $60,000 needed for the replacement. Tom Claytor, the youngest of the group at age 53 and one of the pilots, said the four pilots and one mechanic have a combined age of 342 years. He sent an email to friends in the United States. The photo was taken during refueling operations in Bali just prior to the flight during which the engine was lost. “We lost the left engine yesterday at 1 hr 30 min out of Bali over water. Smoke, 15 seconds later severe vibration, then fire. We were full fuel. We shut it down and diverted to Surabaya on Java where we landed safely 30 minutes later. Engine totally destroyed. Threw #5 cylinder after crack at the base, put a hole in the cowling. We were barely able to maintain 8,500’ and ran the right engine at 32 inches, which is Max Continuous power.” In all, 600 aircraft and 740 crew, many of them American, were lost flying resupply missions across “The Hump” to China during World War II. A museum already exists where Gen. Claire Chennault stood on a rock outside his command cave to observe aircraft. The
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cave interior was destroyed to keep it from falling into enemy hands, but there are plans to restore it. The museum is the Flying Tiger Guilin Heritage Park. The aircraft was acquired by Larry Jobe, 76, a California real estate businessman and retired United Airlines pilot. The C-47 Skytrain is the military
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equivalent of the DC-3. The annual inspection on the aircraft, nicknamed Buzz Buggy, expires at the end of October, so the crew is anxious to install the new engine and finish the journey. The project was on a limited budget when the flight began.
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Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor..........................................................................................Annamarie Buonocore Production Editors ..............................................................................Anne Dobbins, Toni Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen Staff Contributors..................................................................................................S. Mark Rhodes, .........................................................................................................Larry Nazimek, Joe Gonzalez, Columnists ....................................Steve Weaver, Stuart Faber, Larry Shapiro, Ed Wischmeyer, ..................................................................................................................Marilyn Dash, Ed Downs, Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
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DAVID MCCULLOUGH IN NEW VIDEO “APPLAUDS” EFFORTS TO SAVE WRIGHT FACTORY In Flight USA Celebrating 30 Years
September 2016
The campaign to save the Wright brothers’ factory has won a new supporter – David McCullough. The author of the best-selling book The Wright Brothers endorses the effort in a new video filmed inside the historic factory. “I applaud all of you who are working to save these buildings and to bring them back into being part of the story” of the Wright brothers, McCullough says in the video. The National Aviation Heritage Alliance (NAHA) released the video Thursday, Sept. 1, on its YouTube channel with McCullough’s permission. NAHA interviewed McCullough for the video on April 19 following McCullough's tour of the factory. Wilbur and Orville Wright formed the Wright Company in 1909 and built the company’s first factory building in
Dayton in 1910. The company added a second building in 1911. The factory was the first in America built for manufacturing airplanes. “These are symbolic or emblematic structures in that they contain a story of importance not just to this community but to the country and to the world,” McCullough said. Orville sold the Wright Company in 1915. The factory was the nucleus of what became the 54-acre Delphi Home Avenue Plant, which shut down in 2008. NAHA, a nonprofit, has been working with the National Park Service, state of Ohio, city of Dayton, and others to make the factory a unit of the Dayton Aviation Heritage National Historical Park. “I’d like to be able to walk in here and see their airplanes being built at various stages,” McCullough says in the
video. “I’d like to see the tools that were used. The saws, the lathes, that sort of thing. I’d like to see where they had lunch. I’d like to see the whole world, the whole reality of this community. This was a community in here, a community at work.” “David has made it no secret that he reveres the Wright Brothers, and America's National Parks. And after several visits to our Dayton community, he was truly taken with our work to restore the Wright Company factory,” said Amanda Wright Lane, great-grandniece of the Wright brothers and a NAHA trustee. NAHA is negotiating with the current property owner, Home Avenue Redevelopment LLC, to buy the 54-acre site. Dayton Metro Library has committed to locate its new West Branch on the site, an approximately $10 million invest-
ment. NAHA projects it will need four million dollars to buy the property, stabilize the buildings, make initial site improvements and begin, redeveloping the remaining acres in ways that would complement the Wright Factory Unit of the national park. It has raised about two million dollars so far in public and private funds. At the request of many individuals wanting to contribute, it has added a donation page to its website. In the video, McCullough says, “I applaud all of you who are working to save these buildings and to bring them back into being part of the story. Those who went before us here, those who did things of merit and changed the world, deserve to be present, as it were, among us.”
Early this month, the National Air Transportation Association (NATA) announced a brand new Loss of Medical License Disability Insurance Program–a product previously only available to airline pilots through their employer. The NATA Loss of Medical License Disability Insurance Program is available through Harvey Watt & Co. and is intended for Part 135, Part 125, Part 91K, and Part 91 operators. All participants are treated as one entity through the NATA
plan, allowing for an easy underwriting experience and premium reductions created by the larger buying pool. The NATA Loss of Medical License Disability Insurance Program includes NATA’s FAA Medical Certification Services at no additional cost. “NATA’s exclusive program delivers affordable loss of license insurance for pilots by leveraging our membership base of nearly 1,000 charter operators. The coverage plans are comparable to
those currently offered by commercial airlines. By enrolling with Harvey Watt, air charter operators now have the means to attract and retain their pilots–a crucial advantage in the current challenging environment for pilot staffing,” stated Timothy Obitts, NATA Executive Vice President. “As the world’s largest loss of license manager, Harvey Watt & Co. administers and designs select plans for small flight departments and the largest
airlines, meeting the needs of every professional pilot. NATA’s program will help fill a void in air charter operators’ benefits packages,” added Rob Alston of Harvey Watt & Co. Interested parties can contact Harvey Watt & Co. to compare options and differences in coverage by emailing pilot@harveywatt.com, calling 800/2416103, or visiting NATA’s website.
Pathways to Aviation announces Aviation Learning Center expansion during Reno National Championship Air Races to accommodate more than 5,000 elementary, middle, high school, and college students for five days of hands-on learning, exhibits, classes, and presentations. Pathways to Aviation, formerly known as the Reno Air Racing
Foundation, is committed to education collaboration with grades K-12 and colleges all assisting students and teachers in a pathway to workforce development in the aviation industry in Nevada. This year, they are expanding the Aviation Learning Center from 4,800 square feet to more than 104,000 square feet, over two acres, for students to attend
during the Air Races with an Aircraft and Rocketry tent, Space Exploration classroom tent, Unmanned Aerial Vehicle tent, and a Career and Industry tent with aviation industry businesses, colleges, and representatives of all forms of the aviation industry. Pathways to Aviation is also teaming up with the University of Nevada to host an expanded Drone Zone. More than 3,000
students have been registered for field trips to visit the Aviation Learning Center, and it is projected that nearly 5,000 students will be participating in classes and hands-on learning experiences available in the Aviation Learning Center. More than 10 high schools are expected to participate in High School day programs at Reno/Stead Airport during the Reno Air Races.
NATA ANNOUNCES EXCLUSIVE LOSS OF MEDICAL LICENSE DISABILITY INSURANCE PROGRAM FOR CHARTER OPERATORS AND PART 91 FLIGHT DEPARTMENTS
PATHWAYS EXPANSION DURING RENO NATIONAL CHAMPIONSHIP AIR RACES
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2016 CHICAGO AIR & WATER SHOW: NOT EVERYTHING WAS IN THE AIR
September 2016
www.inflightusa.com
T
By Larry E. Nazimek
here was a lot more to see than the flight demonstrations at the 58th Annual Chicago Air & Water Show. There are always booths from vendors, organizations, and the armed forces, but for the first time, NASA brought over several trailers with exhibits and employees from all of the NASA research centers. We’ve all seen actual moon rocks, usually on displays inside of a pyramidshaped glass display case, but in addition to one of these, there was a moon rock (taken by the Apollo 17 crew, the last manned trip to the moon) that visitors could actually touch! No large NASA display would be complete without an astronaut on hand, and this exhibit included Astronaut Tim Kopra. Most people assume that all of NASA’s pilot astronauts have come from a background of high performance jet fighters, because that is what they have been accustomed to seeing, beginning with the Mercury 7 astronauts. Kopra, however, was a U. S. Army helicopter pilot who is a graduate of the Navy’s Test Pilot School at Patuxent River NAS, MD. He explained that all helicopter test pilots go there, as the Air Force Test Pilot School does not have this curriculum. During the course of his training, however, he got to fly several high-performance jets such as the F-16. Attendees could try on the shell of a helmet and a glove that would be worn by astronauts, and they could step into the front half of a complete spacesuit to have their picture taken. Visitors also saw examples of the food that astronauts eat and ask a NASA nutritionist about them. While there are many satellites in orbit for various purposes, some have thrusters that enable them to modify their orbits (such as to avoid orbital decay as they are drawn closer to the earth) or their orientation (for aligning antennas or sensors). These thrusters need fuel, so they eventually must be refueled. That’s where NASA’s refueler spacecraft will come into play. A model of the refueling “arm” was on display. An adapter grabs onto the “gas cap” of the satellites, so that refueling can take place. NASA’s Launch Services Program displayed various satellite launch systems. Some small satellites are launched from the Pegasus XL, a rocket that is
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launched from Orbital ATK’s L-1011 Stargazer aircraft. Other models on display were of the Delta II, Atlas V, Falcon 9, and Delta IV. The first version of the Atlas was as an intercontinental ballistic missile, and it was later used on the Project Mercury launches that went into orbit. Some of NASA’s futuristic experimental aircraft designs were displayed. While they may appear to be figments of the imagination of science fiction writers, NASA has consistently turned science fiction into science fact. Among the models shown was a blended wing body, where the fuselage is a part of the delta wing structure, so that the entire aircraft produces lift. NASA has had a flying model for more than 30 years, and pictures of it have been shown in false emails that have gone around, saying that it was actually a full-size aircraft. A fullscale aircraft is being made and should begin flight testing in a few years. NASA is serious about going to Mars, and their model of the Space Launch System (SLS) was of particular interest. When completed, it will stand 322 ft. tall and weigh 5,750,000 pounds. The astronauts will ride in the Orion space vehicle, which is currently being used to transport supplies to the International Space Station and will later be used to shuttle astronauts to/from the Station. The group from Huntsville, Alab., had information on their Space Camp, Continued on Page 14
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In Flight USA Celebrating 30 Years
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Continued from Page 13 and they were hoping to get visitors to consider their space center for a future vacation. NASA is known for space vehicles and experimental aircraft, but their efforts to study our home, earth, and preserve the environment, are no less important. Examples of this work, including a study of Greenland’s coast and land mass, were on display. The Air Force, Army, Navy, and Marines had displays, and, of course, recruiters were on hand. The show is often a major motivating factor in getting young people interested in the military. In addition to the displays of the armed forces was a separate one for the F-35. Any jet fighter can perform highspeed passes and various aerobatic maneuvers, and one television station mistakenly used cuts of the A-4 in its news segment where they were speaking about the Thunderbirds. To really appreciate the F-35, experience in one of the older fighters (I flew the F-4 Phantom) definitely helps. Maj. Kala’e Leung, an Instructor Pilot from Luke AFB, Ariz., had flown in the Heritage Flight Demo in formation with a P-51 Mustang. “I had to slow down to 280 knots.” The light-weight fiberglass pilot’s helmet is an integral part of the F-35 weapons systems, with a low-light TV camera and an infrared sensor enabling the pilot to see under various low-light conditions. All of the information the pilot needs is displayed on his or her helmet visor. In older fighters, in order to get an AIM-9 Sidewinder (heat-seeking air-toair missile) on target, it was first necessary to get the heat source (enemy aircraft) in the pipper (electronic sight) by maneuvering your plane behind the target. Naturally, the pilot in the other plane would maneuver so as to prevent this.
(Larry E. Nazimek)
This offensive/counter-offensive maneuvering would be practiced extensively. A tone in the headset would indicate that the heat source was in the sight. For the F-35, Maj. Leung explained that “...I can just look at the other plane, press a button, and the seeker head of the AIM-9X points to where I’m looking. I can then fire the missile, and it will hit the target.” A word to the wise in enemy aircraft: don’t fight an F-35. Fighters practice radar intercepts against each other, but if the F-35, with its small radar cross section, can’t be seen on radar, what do they do? “We shoot intercepts against other aircraft, but if we must really shoot intercepts against each other, we can raise the speed brake to make ourselves ‘visible.’” In older fighters, missiles, bombs, laser designator pods, and (in some aircraft) an external gun would be carried outside the aircraft. With the F-35, however, everything (including a 25mm GAU-22/A gun, laser designator, two 2,000 bombs, two AIM-9s, two AIM120C AMRAAMS (Advanced Medium Range Air-to-Air Missile)) is internal in order to maintain a low radar signature. But wait… there’s more. Even the pilot’s G-suit is improved. “The older Gsuits provided protection of 1-2 Gs, but ours provides for 3-4.” As usual, Boeing, a major sponsor of the Show, with corporate headquarters in Chicago, had a tent where aircraft models, T-shirts, books, and many other items were sold. Boeing is celebrating its 100th Anniversary. The Tuskeege Airmen, Civil Air Patrol, Coast Guard Auxiliary, and Shell, were among the many displays. The show is held on Saturdays and Sundays. If you want to see everything, plan on spending one day on the airshow and the other on the displays.
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In Flight USA Celebrating 30 Years
September 2016
NEVADA PHOTO MISSION
Flying into Writing By Eric McCarthy
A
recent photo assignment took my son, a senior at San Diego State University, and me to the Eldorado Valley southwest of Las Vegas. Matt’s an aspiring pilot, anxious to get started with his flight training; he’s been flying with me since he was a little boy and is quite competent behind the yoke. I let him fly most of the way – and he did a great job! I wish I was a CFI so we could log his time… It was a long, hot flight, but we enjoyed a decent tailwind on the way that would come back to bite us on the return flight. Knowing we’d be travelling across the desolate desert with limited options to find food, water, and/or shelter if we had had to make a forced landing, we packed some survival gear and rations for the trip, just in case. We loaded up a couple of gallons of water, some trail mix, beef jerky, a couple of Gatorades, protein bars and matches; I’ve always got a couple of space blankets and a multi-tool in my backpack, and I know there’s a first aid kit in the plane. Matt’s looking forward to camping in the fall and had just purchased a tent on sale at Big 5 Sporting Goods that morning – hey, throw that in too – we’d look pretty foolish if we needed shelter but had left the tent in the car! The flight there was uneventful; we departed McClellan-Palomar (KCRQ) runway 24, requesting a left downwind departure as we headed for the Julian VORTAC (JLI) about 35 miles east and a mile above CRQ. Leaving Palomar’s airspace, we contacted SoCal Approach and requested Flight Following as we climbed to our cruising altitude of 9,500’ – an altitude that would enable us to get over the coastal range and also take advantage of the favorable winds. At Julian, we joined the Victor 514 Airway, which took us over Thermal VORTAC (TRM), then Twentynine Palms VORTAC (TNP). About 18nm northeast of TNP, V514 turns about 20 degrees north toward the Goffs VORTAC (GFS) as the airway “threads the needle” between Bristol and Turtle MOAs, which, along with the nearby Restricted areas associated with the Marines’ Twentynine Palms SELF (Strategic Expeditionary Landing Field), were active at the time. Two hours and 15 minutes later, after traveling across the scenic (NOT!) desert southwest, we arrived at our target photo sites. I had selected the V514 route for a couple of reasons, both of which were confirmed on this flight: First, never hav-
ing flown in this particular area, I wanted to make sure I didn’t run afoul of the Military Operating Areas that are all over the southwestern deserts; they were active this day, and the last thing I wanted to do was go head-to-head with a couple of A-10s – they’re mean! Secondly, back to survival planning: as I expected, there’s a whole lot of nothing out there in the desert! In the unlikely event that we would have to make an “off-field landing,” I wanted to be somewhere where rescuers could find us. Following a Victor Airway would make it a little bit easier for them. Talking with ATC throughout the flight and filing a flight plan provided about as much safety redundancy as possible. More on the flight plan later… After completing our photo mission, we landed in Boulder City (KBVU) to refuel. BVU was reporting winds at 16, gusting to 25 knots, with the temperature hovering around 100 degrees – blast-furnace weather! It also meant a density altitude of more than 5,000 feet. Despite the gusty conditions, I greased the landing, although the airplane was definitely “light on its wheels” as we cleared runway 15 at Delta, and required strong wind-correction control inputs while we taxied as the gusts rocked the airplane. The wind was clearly increasing in velocity as we refueled, threatening to blow over the ladder we had placed next to the plane and sandblasting us as the desert made its way north – we’d find sand in our socks, pants, and hair later when we got home. Taxiing away from the fuel pit, the plane really wanted to weathervane and required extra power and effort to turn it where we wanted it to go. Yet, despite the windy conditions, the helicopters and DeHaviland Twin Otters of the local aerial sightseeing companies, full of tourists anxious to see the nearby Hoover Dam and the Grand Canyon, came and went as if nothing was amiss. The lineman we talked to said the conditions were pretty common around there – actually, it was a little cooler than usual! Something to be thankful for, I guess… Upon finding a parking space at the FBO and setting the parking brake, we chained and chocked the plane – we’re not letting this one get away – and went inside to sample the fine vending machine cuisine (the Cheez-Its were exquisite)! Besides the lone lineman, a couple of guys tugging a helicopter around the tarmac, and the folks at the sightseeing operations, we were the only Continued on Page 17
September 2016
Contrails
S
by Steve Weaver
ome of the fondest memories of flying that I own are of flights that took place when the earth was dark. Never, I think, does the relationship of the pilot to the aircraft seem more intimate than during the late hours. When the flights down the sky are at night, and the pilot occupies his dimly lit cocoon of dials and switches, suspended in the inky void of night, his only contact with the world that he left behind is the mutter of voices in his headset. Nighttime brings quiet and a coolness; a respite from the traffic and the rough air of the daylight hours. For me, it also brings the feeling that in some way, I own a bit of the sky that I’m flying through; that it’s more personal somehow. The air becomes as calm as an early morning, pond and the airplane lies as tranquil in my hand as a sated lover. After midnight, the on-frequency chatter of a crowded sky is gone; the fun flyers are asleep. Conversation on the frequency slows to an easy cadence, and it is now the hour of the professional pilot. The voices are almost exclusively the confident and casual transmissions of the scheduled, the freight dogs, and the others who are flying at this hour because it’s their job. Aloft in the wee hours, there’s a camaraderie not often felt during the light of day. There is, for me at least, a feeling that regardless of the size of my aircraft, I’m part of something special; an unfolding drama that few people even realize is occurring in the night sky above them.
NIGHT FLIGHT
Overhead are craftsmen plying their high trade. Men and women calling on their hundreds of hours of training and their years of experience to do their work competently and seamlessly, their goal to leave behind no ripple in the system they’re using. Many years ago, I flew for an oil and gas exploration firm based in Central West Virginia. I had taught the owner of the company to fly, and Don, armed with a fresh Private Pilot’s Certificate, bought a Comanche. For a couple of years and before he gained the experience to fly the long trips in it, I flew his business trips for him. The usual run was a triangle, from Buckhannon to Tulsa, to Fort Worth and back to Buckhannon. Because I was busy with the flight school during the day, these trips were usually made at night, and I logged many hours flying this triangle, while the world below me slept. These flights are some of the ones I remember best. Actually, my most vivid memory of these flights is not a pleasant one, but it is one that was instructive in keeping me safe in all the nights that were to follow. This memory was of the night, early in my career, when I fell asleep somewhere over Kentucky. I remember as if it happened recently, the terror that came with my awakening to the screaming of the airplane. Thinking about it still makes my palms sweat. I was flying the Comanche, which had no autopilot, and I awoke as the speed and the accompany sounds were
Flying Into Writing Continued from Page 16 ones there. We had planned to fly over to the Hoover Dam, but our concerns about the increasing wind conditions drove a decision to get on our way back home. Fortunately, the wind was right down the runway, and the smooth takeoff and climb out belied what I had expected would be a turbulent departure. We climbed straight out from runway 15 to Goffs, then reversed our inbound flight along V514. It was a pretty slow trip home, the headwind slowing us to about 85 knots over the ground – not much faster than we could have driven on the highways, but at least we traveled in (mostly) straight lines and we’d fly right over those coastal mountains.
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At 8,500’ the OAT was only about 60 degrees, but the return flight was directly into the brutally hot sun. This resulted in an overheated iPad and copilot, both of which needed cooling to bring them back online! Matt’s a pretty clever young man, and fortunately he had had the foresight to pack a couple of damp washcloths in our cooler – smart kid! Draping the washcloths on our necks provided the desired cooling effect. The iPad was resuscitated by applying one of our flat, blue ice packs to the back of the device, then using it as a shield over the top to keep the sun at bay. The rest of the flight went as planned. As we flew over Escondido, Palomar Tower cleared for a straight-in approach to 24. I took the opportunity to
building. As my senses came aware, my reflexes were already leveling the wings and bringing the nose up without conscious thought. For a moment, I had no idea how close to the ground I was, and as it turned out, I was seconds from becoming a smoking hole in the earth. That particular recall has kept me awake in the cockpit for more than 40 years. On a clear night, the ground lights seem to be a reflection of the lights in the heavens. The small towns give comfort to the flyer; so much warm life, sleeping peacefully beneath him supplies a muchneeded connection. Over the Great Plains, the lights dwindle to a scattered few, each one marking a home or a farm, each one a beacon to the person or the family who sleeps within the confines of its glow. The sky at night, let it be confessed out loud, is lonely. But I believe it to be a form of that emotion called cool loneliness by Pema Chodron, the well-known Buddhist teacher. Chodron writes that there are six ways of describing this kind of cool loneliness. They are: less desire, contentment, avoiding unnecessary activity, complete discipline, not wandering in the world of desire, and not seeking security from one’s discursive thoughts. “The point is that in all these activities, we are seeking companionship in our usual, habitual way, using our same old repetitive ways of distancing ourselves from the demon loneliness. Could we just settle down and have some com-
demonstrate an ILS approach to Matt, intercepting the localizer at ESCON and following the glideslope to the runway. The long stabilized approach rewarded us with another silky landing to end the day’s flying.
Flight Plan Problems
Before I get started, I want to be clear: I am not advocating that pilots not file flight plans! I’m just reporting an issue that I faced… I mentioned that I had filed a flight plan for our trip to Boulder City. Most of my flights, both personal and Civil Air Patrol, are relatively local; as a result, I don’t usually file a flight plan, preferring the flexibility of not having to stick to a
17
passion and respect for ourselves? Could we stop trying to escape from being alone with ourselves? What about practicing, not jumping and grabbing when we begin to panic? Relaxing with loneliness is a worthy occupation. As the Japanese Poet Ryokan says, “If you want to find the meaning, stop chasing after so many things.” Relaxing with something as familiar as loneliness is good discipline for realizing the profundity of the unresolved moments of our lives. We are cheating ourselves when we run away from the ambiguity of loneliness.” Night flight forces us to embrace the very things that Chodron is touting. On these flights, one has no choice but to be alone,and in doing so within the confines of the cockpit, I believe there is less desire for a myriad of things. Because this is so, we are thus content. Unnecessary activity is avoided because that is the demand of flight, and it also demands complete discipline and keeps our thoughts firmly at the business at hand. So, we Night Hawks are, by default, disciples of Cool Loneliness. If you have a chance to explain this in detail at your next cocktail party, I pretty much guarantee you will stun the local cognoscente.
schedule, or having to close the flight plan later – I’ve always been a bit paranoid that I’ll forget and Flight Service will send the cavalry out to find me! Well, it almost happened! Filing my flight plan, I had estimated my time enroute and added some time to loiter over the photo sites, but apparently not enough... When we got to BVU, as described above, we refueled and went to the FBO for some R&R, restrooms and refreshments. There, I turned off “airplane mode” on my phone and called 1-800WXBRIEF to close my flight plan. While talking to the briefer, I heard a beep indicating that another call was coming in, and when I hung up after confirming that Continued on Page 18
18
In Flight USA Celebrating 30 Years
Flying Into Writing Continued from Page 17 my flight plan was closed, there was a Google Voice message waiting for me. It was another briefer calling to tell me that my flight plan was still open – “…actually, maybe as I’ve been dialing you, it got canceled.” And, sure enough, there was another voice message that had come in about 20 minutes earlier advising me that search and rescue efforts would commence shortly if I didn’t close my flight plan soon. Needless to say, with my phone in
airplane mode, I did not get this message in flight – nor would I have attempted to answer it in the noisy cockpit environment – although Caller ID would have alerted me to the problem. (Just thinking out loud: I wonder if I could have received a text message… hmmm, something for Flight Service to consider…) Close call, but at least the flight plan was closed now, without starting SAR procedures! I thought that was that, but upon clearing the runway back home at Palomar, the ground controller felt com-
September 2016
pelled to remind me to make sure my flight plan was closed – uh-oh! I hadn’t filed one for the return trip but anxiously called Flight Service again to make sure all was copacetic. It was, but it reinforced my anxiety about flight plans. Since I was talking to ATC throughout the entire flight, it never occurred to me that Flight Service wouldn’t know that I hadn’t landed, and more importantly, that I didn’t need to be rescued. My bad! I should have known better! Air Traffic Control – Approach, Center, etc. –
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is separate from Flight Service, and while they work together “in the system,” they don’t regularly update each other… Flight Service takes and files flight plans and ATC works with and coordinates the flights. When you file an IFR flight plan, a “strip” is created with your route of flight, altitude requested and destination. That “strip” is sent to all the appropriate ATC facilities along your route – everyone knows you’re coming! When you file a VFR flight plan, no such “strip” is created, and no one in the ATC system knows you’re coming! If you request Flight Following, as I had, each facility along the way will hand you off to the next, who will help you – work-load permitting. Did you get that? They are not expecting you, and they don’t know your route or destination unless you or the previous controller has informed them of it – and they don’t have to accommodate your request for service. In practice, I’ve only rarely been denied Flight Following – rush hour around a busy Class B airport may get you an “unable,” but most of the time, ATC works very well with VFR flights. But the point is: ATC is not informed about your VFR flight plan; their priority is IFR flights. Even if you’re communicating with ATC, they are not going to notify Flight Service to revise your ETA, unless you ask them to – ATC may not even know you have an open flight plan. If you don’t close your flight plan within 30 minutes of your estimated ETA, even if you’re communicating with ATC, Flight Service begins their search and rescue protocol – the first step of which is, apparently, to call the pilot on the phone. I suspect the second step may be to contact controllers along the proposed route to see if anyone is talking to the tardy pilot. I say again: I am not suggesting that pilots shouldn’t file flight plans. Just learn from my mistake and make sure you close your flight plan, or update your expected ETA, in a timely manner. Despite my trepidation, it’s nice to know they’re watching out for you and prepared to come find you if you need it! That’s all for this month – until next time, fly safe!
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AOPA FOUNDATION ANNOUNCES 2016 SCHOLARSHIP RECIPIENTS
September 2016
F
By Dan Namowitz (AOPA)
ifteen individuals have been selected as winners of the 2016 AOPA Flight Training Scholarships, a program designed to help aviation trainees of all ages earn a pilot certificate. The scholarships are funded by donations to the AOPA Foundation. The AOPA Flight Training Scholarship program launched in 2011, focused on facilitating a positive flight training experience that would encourage student pilots to achieve their goals. By helping to produce new pilots, the scholarship program also strives to ensure general aviation’s future, with scholarship recipients serving as ambassadors for GA and flight training on a grass-roots level. The 2016 winners, who include seven female aviators, an active-duty Marine, three high-school and collegeaged student pilots, and one recipient in his fifties, will receive grants ranging from $2,500 to $12,000. Gavin Wanless, 18, of Fort Worth, Texas, is the recipient of the Noe-Singer Flight Training Scholarship. The certificates and ratings he wishes to earn were selected to prepare him for opening a nonprofit mission flight organization that can deliver missionaries and humanitarian workers “wherever they need to go” at the lowest cost possible – making it possible to reach more people in need. Wanless flew for the first time at age 12 through the Civil Air Patrol Aerospace Education Program. Later he attended the CAP’s Powered Flight Encampment, leading to his first solo at a total time of 8.2 hours. Working a full time job, a part-time job, and securing scholarship funding will “put me that much closer to the bigger dream of becoming a mission pilot,” he said. Rebecca Cheek, 36, of Scottsbluff, Nebraska, has been awarded the Fred and Diane Fitts Memorial Flight Training Scholarship sponsored by an endowment from the Corporate Aircraft Association that will help her resume flight training after an absence of several years. She is also on a path to achieve a long-term goal of becoming an aircraft owner, flight instructor, and flight school operator. Already, she is working to educate young people about aviation in her occupation as a high school teacher of business and history in Scottsbluff. Her ability to educate
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and inspire her students about flight is complemented by personal experience: When she was 20 years old, Cheek worked as a baggage handler and deicer for a commuter airline in her hometown. Then for two years she flew as a flight attendant with a regional airline. “I still look back on those years as one of the best experiences and most positive character building times of my life,” she said. William Schoeffler, 17, of Santa Rosa, California, is a recipient of a Sarah
Wilson Flight Training Scholarship. A high school senior and an Eagle Scout who soloed in a Cessna 172, Schoeffler took his first Young Eagles flight at age 10, when he could “barely reach the pedals with the tops of my toes.” William has begun the process of applying to the Air Force Academy, hoping for the chance to be able to serve his country while pursuing his dream of
19
flight. He also has not ruled out a commercial or corporate pilot’s post. “I know that there is going to be a lot of work ahead of me, but I am determined and I know that I will get there,” he said. Yitzchok Finkelstein, 17, of West Hempstead, New York, has been awarded a Sarah Wilson Flight Training Scholarship. Continued on Page 20
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In Flight USA Celebrating 30 Years
2016 Scholarship Recipients
Continued from Page 19
The pre-solo student pilot recently graduated from high school. He recalls that the first picture he ever drew – at age two – was of a helicopter. When he was five, his grandmother painted a collage of airplanes and helicopters for him, and the artwork remains on his wall today. An introductory flight came along “after years of begging” his parents. Seven months later Finkelstein, who has four siblings, began flight lessons. “After 13.2 hours and 10 lessons later, I am on my way to accomplishing my dream,” he said, looking at a future in which he envisions taking people for airplane rides in the short term and later becoming a flight instructor and airline pilot. Angela Rivera, 26, of Miami, is a recipient of a Richard R. and Gretchen E. Harper Scholarship in Memory of Richard R. Harper. She was born in Puerto Rico and now lives in Miami, Florida. Although she often heard it said that “girls could not fly,” and aviation offered no career path for a woman, she persisted – and after a long search, enrolled in a college program in aviation administration, “ a decision I will never regret.” Flight training, perhaps leading to a professional pilot’s life, has been a challenge and a learn-
ing experience; from radio work to air work, Rivera has found that she could practice maneuvers “until they became fun.” Rivera is an AOPA member who says that flying makes her feel unstoppable and gives her a way “ to inspire women and girls and those who dare to dream.” Brian Gustin, 53, of Prosser, Wash ington, is a recipient of a Richard R. and Gretchen E. Harper Scholarship in Memory of Richard R. Harper. A semi-retired electrical engineer with experience in simulators and avionics, he also has worked as a volunteer firefighter, and been a partner in a microbrewery. Last winter, when seeking a way out of “the doldrums,” he dusted off an old flight training manual, “ and the hook was set,” he said. “No matter how stressful my day was, when I opened that book, my troubles melted away.” Gustin soloed at 20 hours, and he has an aviation wish list that includes being able to fly cross-country to visit family and friends, and to use his technical knowledge to make simulator training more available in his area – including giving high school students a chance to experience aviation. Charles “Dozer” Reed, 43, of Keithville, Louisiana, is the recipient of a
L SA
E
Sarah Wilson Flight Training Scholarship. He loves aviation history, and excelled at aerospace science in high school. A disabled veteran who was injured in an accident in a convoy heading to Iraq in 2005, Reed underwent six operations for damage to the spinal cord, and worked long and hard to regain medical certification, resulting in his resuming his flight training this year. Reed volunteers as a mentor with the Wounded Warrior Project, has been an advocate for veterans on state legislative issues, and would like to put a pilot’s certificate to use some day to help wounded veterans see their families. “There is no greater feeling than that of soaring above the clouds. It is where I belong,” he said. Kristen Dwiggins, 36, of Cary, North Carolina, has been awarded an Erral Lea Plymate Memorial Scholarship. She is an airport project manager and a pre-solo student pilot from a family with an aviation tradition. Her father served on the Boeing B-52 Stratofortress in the Air Force, and both her grandfathers flew in bombers in World War II. The influence of aviation altered her career direction so that instead of managing projects to build roads, parks,
G N I ND E P
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N2638Y – Great buy on a well-maintained, deiced, nicely equipped 310R. Garmin 430W, Primus 200 color radar, KFC200 AP/FD! 406 ELT, GAMI, 203 gallons! 9515 TT, 1170 SMOH.
$99,900
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1975 PIPER CHEROKEE 140
N4359X – 4465 TT, 2045 SMOH, Extensive August Annual! Recent interior, IFR with a Stormscope! KX-155, Aera 560 GPS with XM Weather! Great time-builder/IFR trainer!
N501GB – Someone is going to get lucky! 12,960 TT, 1140 SMOH, Beautiful P&I, Dual 530W, GDL-69, GMX-200 MFD, SkyWatch, 4color VP radar, NDH, RVSM, much more! Was 135. Needs inspections. Will ferry to your domestic location!
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1979 PIPER NAVAJO PANTHER
1981 BEECH B55 BARON
N2367P – 3490 TT, 885/26 SMOH! NDH, May Annual, GNS430W, KMD-250 MFD with KDR-610 Datalink, KFC-200 Autopilot, Full Deice, Excellent P&I.
and buildings, she now manages airport projects. Dwiggins flies from RaleighDurham International Airport, and has set her sights on acquiring a commercial pilot’s credentials. In the meantime, she plans to become active in aviation organizations and use a private pilot certificate to fly to aviation events. “The new skills will also be an excellent opportunity to help encourage other women to take to the skies and become pilots,” she said. Accrina Grandin, 27, of Wilmington, North Carolina, has been awarded an Erral Lea Plymate Memorial Schol arship. The pre-solo student and her husband have been “ chasing the dream” to fly together as professional pilots since they met. Not a pair to leave flying at the airport after their lessons, their home contains a “fake cockpit” put together with a Cessna 152 cockpit poster; a yoke; rudder pedals; and adjustable levers for a throttle, the flaps, carb heat, and mixture control. Flying once a week with her instructor, Grandin knows that there is a long road ahead. But, “I think my dream job would be to fly supplies to remote places or places in need after natural disasters,” she said. Continued on Page 21
1975 CESSNA CITATION 500
1979 CESSNA 310R
2006 SARATOGA II HP
September 2016
Serving the General Aviation Community Since 1981
N56ND – PA31-325 with full Panther conversion, 4-bladed Q-tip props, winglets, VGs, 6760 TT, 740/920 SMOH, known ice, A/C, oxygen, GNS530, KFC200 AP w/FD & HSI, radar. Professionally flown, operated & maintained.
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1973 PRESSURIZED SKYMASTER
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September 2016
EAA SUBMITS COMMENTS
On Aug. 25, EAA submitted comments on an FAA notice of proposed rulemaking (NPRM) that, among other provisions, responds to a longstanding EAA request to allow time logged with a flight instructor with a sport pilot rating (Sport CFI) to count toward higher ratings. Current FAA policy only allows time logged with a Sport CFI to count toward the sport pilot rating, whereas time logged with a traditional CFI toward a sport pilot certificate can be applied toward the dual training requirements of higher ratings such as the private pilot certificate. The FAA’s proposal in the NPRM is to allow time with a Sport CFI to count toward up to half of the dual requirement for higher ratings, although the agency also noted they were willing to consider allowing unrestricted credit for such time. EAA urged the FAA to implement the latter choice.
ON
SPORT CFI NPRM
www.inflightusa.com
“There is no safety benefit to the limit [on credit for hours proposed in the NPRM],” EAA wrote in its comments. “The light-sport certificate provides the pilot with the same fundamental knowledge that any other certificate is built upon, and a [Sport CFI] is equally capable of delivering instruction on any of these points as any other CFI.”
Where th
EAA also noted that requiring students and DPEs to sort out which instructors have particular ratings is a recordkeeping and administrative burden, particularly if a student resumes training at a later point and is unable to verify if a former instructor is a Sport CFI or otherwise. “We are very happy that the FAA
took action to fix this shortcoming in the sport pilot rule,” said Sean Elliott, vice president of advocacy and safety. “We hope that the agency will adopt a straightforward and common-sense approach to crediting hours toward higher ratings and not needlessly overcomplicate the process.”
SEBRING EXPO
e SKY isn’t the Limit, it ’s the BEGINNING.
AOPA Scholarships
Continued from Page 20 Damarni Tyrell, 19, of The Bronx, New York, is a recipient of an Erral Lea Plymate Memorial Scholarship. Soccer and food are two of his passions, but neither comes close to how he feels about flight. Tyrell flew three hours in a Diamond DA20 on the island of St. Croix; later he moved to New York City and continued flight training (in a Piper) and studied aviation maintenance. Tyrell soloed at 20 hours and at last report, he had accumulated 58 hours and was getting ready for a checkride. He looks forward to exploring the countryside, with his parents, and traveling to their birthplace of St. Kitts, where he always found support and encouragement to pursue his dream. Nathan Kublank, 35, of Sun Prairie, Wisconsin, is a recipient of an Erral Lea Plymate Memorial Scholarship. Living where he does provides one clear bonus for an aviation aficionado: He has attended every EAA AirVenture since he was four years old. Now the father of three daughters with whom he would love to share the world of flight, he has resumed a flight training project he began many years ago, and hopes to “re-solo” soon. Another Continued on Page 22
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In Flight USA Celebrating 30 Years
September 2016
2016 Scholarship Recipients
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Continued from Page 21 motivation for resuming his training is to be able to take his brother, who was injured in an aircraft accident but never lost his passion for flight despite being unable to pursue a dream of becoming a pilot, flying “ as often as possible.” “He is my inspiration and my hero,” Kublank said. Fanghuang Tu, 44, of Amherst, New York, is a recipient of an Erral Lea Plymate Memorial Scholarship. The pre-solo student pilot and Taiwan native who moved to the United States as a student in the 1990s says he found his American dream through his education, his job, and his family. He became a citizen, and decided that it is time, after much delay, to make a second American dream come true by becoming a pilot. (In his many years of living in the United States, he had only managed to take two instructional flights before signing up for flight training last April, he said.) Earning a private pilot certificate and an instrument rating is his goal as he divides his busy time between work, family, school events, and aviation. Jessica Andry, 28, of Seattle, is the recipient of the Gina Santori Flight Training Scholarship. An aviation spark was lit for outdoors-loving Andry as she watched floatplanes take off and land from Lake Washington, “which I found astonishing and fascinating.” Following up by reading about the Wright Brothers motivated her to learn to fly. She began training in Renton (in a glass-cockpit Cessna 172) and has soloed. “I spend my free time studying because I want to know everything I can about the physics of flight, types of planes, FAA rules and potentials for me to work in the industry,” she said. Becoming a professional pilot is now her goal – but before that, she looks forward to flying her family around the beautiful San Juan Islands as a private pilot.
Kaitlin Fugate, 22, of Jacksonville, North Carolina, is the recipient of the Richard Santori Memorial Scholarship. The pre-solo student took her first flight lesson in June, has her sights set on becoming a “career aviator,” comes from a family of pilots, and is on active duty as a member of the U.S. Marine Corps who has served combat tours in Afghanistan and Iraq. It was during her time overseas – when she flew more than 800 hours as a combat flight crewmember – when Fugate resolved to start training on her return. Since then the young sergeant has “seriously enjoyed” her time in the left seat of a Cessna 172 , despite a time-consuming and costly commute to the airport several times a week from her base at Camp Lejeune. Jacqulyn San Miguel, 26, of Camano Island, Wash ington, is a recipient of a Sarah Wilson Flight Training Scholarship. After spending seven years racing cars and testing new design modifications, she realized that it was “time for me to head for the sky.” Her goal: helicopter aerobatics. She is enrolled as a full-time student in a university aviation science program. Her inspiration comes from the career of Chuck Aaron, famous as the recently retired pilot of an aerobatic helicopter for Red Bull. The pre-solo student helicopter pilot says she wants to walk in those shoes some day. “I can truly say that when you find your purpose, you know, and I know my purpose is to become the next certified aerobatic helicopter pilot inside the United States,” she said. Each scholarship recipient also will receive a gift certificate for MyGoFlight products, made possible by the company’s Pilot ONE scholarship assist program to help create more pilots. The program was created by Alyssa M. Schneider, the daughter of MyGoFlight CEO and AOPA member Charles P. Schneider.
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The The Trinidad Trinidad Center Center 1980 PIPER DAKOTA
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Sleek airplane with lots of extras. 2130 TT & AF (available as 0 time engine). Full TKS Ice Protection, Garmin GNS 530W GPS, XM Weather Avidyne TAS600 Active Traffic Advisory System, WX-950 Stormscope, King KFC150 Flight Director/Autopilot. Always hangared. NDH, Complete logs. BEST value on a Turbo TB21 anywhere.
1980 MOONEY M20K 231
1964 PIPER CHEROKEE 180
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INDUSTRY WELCOMES FAA RESPONSE TO CALL FOR ALTERNATE MEANS OF ROTORCRAFT COMPLIANCE In Flight USA Celebrating 31 Years
24
The Aircraft Electronics Association (AEA), American Helicopter Society International (AHS), General Aviation Manufacturers Association (GAMA), and Helicopter Association International (HAI) recently welcomed the FAA’s acceptance of industry recommendations to propose an alternative acceptable means of compliance for single-engine helicopters to meet Instrument Flight Rules (IFR) certification requirements for Part 27 rotorcraft. In his response to an industry whitepaper submitted in 2015, Lance Gant, Manager of the Rotorcraft Directorate, wrote that the FAA “has begun the process of adopting some of the concepts and recommendations of the whitepaper into a proposed Safety Continuum for Part 27 Systems and Equipment Policy Statement.” Gant noted that the proposed policy statement–which the FAA expects to release
for public comment by December–will create “classes” of Part 27 rotorcraft up to 7,000 pounds based on factors, including weight and passenger capacity. The recommendations came after 18 months of collaboration among aircraft and avionics manufacturers, operators, and industry safety experts and was cosigned by senior leadership from AEA, AHS, GAMA, and HAI. They addressed issues–such as reducing the cost and complexity of certifying single-engine rotorcraft–which the industry views as key to increasing the number of IFR operations and improving safety. One of the longstanding concerns within the industry is that the current means of compliance with Advisory Circular 27-1 is viewed as an impediment to singleengine IFR certification due to requirements that essentially make routine single-engine certification economically impractical in spite of obvious safety
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benefits. “We are very encouraged that the FAA not only appears to be supportive of the whitepaper but is adopting a much more tenable overall approach to leveraging advances in technology for safety and efficiency,” said AHS Executive Director Mike Hirschberg. “We are very pleased that the FAA is moving forward to make it easier for general aviation manufacturers to provide IFR capability for Part 27 single-engine rotorcraft,” GAMA President and CEO Pete Bunce said. “This change will better enable equipage of safety-enhancing technology in Part 27 rotorcraft, similar to the improvements we are supporting for Part 23 airplanes. It will also reduce certification times and costs for rotorcraft operators and manufacturers, and we look forward to seeing these alternate methods of compliance being put into place quickly.”
September 2016
AEA President Paula Derks added, “This is an example where legacy prescriptive regulations were being applied to modern advanced technology resulting in a more restrictive certification environment than was ever intended. We look forward to the proposed modernization being offered in the Safety Continuum.” HAI President & CEO Matt Zuccaro said, “I am sincerely appreciative of the FAA’s support of this very important initiative. By recognizing the technological advancements the industry has undergone and the outdated regulatory requirements being applied to single-engine IFR certification, we are now able to move forward with improvement of industry safety and operational efficiency.” For more information on the Helicopter Single-Engine Initiative, see www.vtol.org/se-ifr.
CESSNA CITATION LONGITUDE MOVES CLOSER TO FIRST FLIGHT WITH GROUND ENGINE TESTS
Cessna Aircraft Company, a subsidiary of Textron Aviation Inc., a Textron Inc. company, announced it has completed initial ground engine tests on the Citation Longitude’s Honeywell HTF7700L turbofan engines, paving the way for first flight of the prototype aircraft in the coming weeks. The test verified the functionality of the engine start, fuel system, and auto-throttle as well as interfaces with the avionics, electrical and hydraulic systems. “The engine-run tests are one of the final major milestones as we prepare for first flight,” said Scott Ernest, president and CEO, Textron Aviation. “This step really allows us to prove the maturity of the aircraft and its systems. Following this, we will do a series of functional and structural tests on the airframe in preparation for first flight. The speed at which we are progressing on the Longitude program demonstrates our industry-leading development cycle and affirms our commitment to new product investment.” Cessna successfully mated the wing and fuselage of the first Longitude in
May, just six months after unveiling details of the super-midsize jet, and powered the electrical distribution system for the first time in June.
Revolutionizing the super-midsize market
The Citation Longitude is the company’s latest innovation as it continues to invest in its family of larger business jets. The aircraft is designed specifically for maximum passenger comfort and offers the lowest cabin altitude in its class at 5,950 feet. State-of-the-art cabin technology allows passengers to manage their environment and entertainment from any mobile device, while standard highspeed internet maximizes in-flight productivity. With seating for up to 12 passengers, the Longitude features a standup, flat-floor cabin with a standard double-club configuration and a class leading walk-in baggage compartment fully accessible in flight. The clean-sheet design of the Continued on Page 25
September 2016
www.inflightusa.com
FLYING
Homebuilder’s Workshop
TO
OSHKOSH
25
•••••
“Be prepared,” say the Boy Scouts. Good advice. Plan A was to fly the RV-9A from Savannah to Oshkosh with an overnight stay an hour or two away from Oshkosh so I could beat most of the traffic with an early arrival. Then on Facebook, I got in touch with a CFI looking for a rider in a floatplane from Louisiana to Oshkosh and back, and that would give me 16 hours of floatplane time that I want to help build enough time for ATP/SES. Don’t ask. So I flew to LA, not Los Angeles, and we had a great chat and visit, and were up the next morning at 5 for an early launch. There was no wind, so the first attempt at takeoff, and the second, didn’t work. Back to the dock to offload gas, and we were off! First stop was in far northeast LA at a marina, and three attempts did not get us off the calm, windless water in the summer heat. Plan C was for him to fly the floatplane back to LA and come back and get me in my RV-9A. Plan D was that a friend of his would come get me and fly me back to fetch the RV-9A, which I would then fly to Oshkosh, and he would fly the floatplane to Oshkosh. Plan D prevailed, and fortunately, I’d kept all my stuff with me all the time. With afternoon thunder bumpers booming, the first leg started off with a 40-mile detour, due east. At the end of the flight, there was a big storm with no rain under it, even though the radar showed lots of cloud mass. I let ATC talk me into
detouring around it, fortunately, for just as I passed the center of the storm, the rains came, heavily. The next morning, I planned the flying for legs of 1:30 and a 2, so I’d have an early potty break if I needed it and two plus hours of gas arriving at Oshkosh. (I now cruise at a power setting that will give eight GPH, and that means a full four hours of flying time, even allowing for taxi and climb). There was undercast on the first leg, and clouds that I had to climb over and zig around on the second leg, with the fish finder (ADS-B) finding more and more targets as the flight progressed. It’s nice to see the targets, but it would be so much nicer to know their relative motion. After all, if you’ve got an airplane to fly, you can’t spend all your time watching radar targets to determine whether they’re a collision hazard. There were three of us in sequence over Ripon and assigned to Runway 27. I asked for Runway 36, but the controller gave 36 to the guy behind me. He told the controller that he didn’t want 36 but too late, I got 27 and he got 36 as the controller kept on talking as they do there. I wound up following a Swift that I think the controllers referred to as an RV. I was surprised at how hard it was to see the railroad tracks straight over the nose that the NOTAM tells us to follow while following the guy ahead, but that was doable. Normally I think I’d fly to the side of the tracks for better visibility, and 90 knots was above flap speed, so… On the downwind to 27, the Swift
centered on the road on the edge of the airport, much too tight for a comfortable pattern, even by my standards. He turned base and was told to land on the green dot. HOWEVER, he stopped his turn at 90 degrees and headed for one of the 18 runways, directly into landing traffic. ATC got real excited, no surprise, and emphatically told him to turn right. Then they had him turn left towards the lake, and nobody paid attention to me. Not having received any instructions, with a loose Swift, an obvious threat, and with the radio channel saturated by concerned controllers, I turned base (directly over the controllers) and final, put it down on the green dot with the nicest landing I’ve made in a while, and turned off into the grass. I got out of the way both in airspace and in radio communications. (The RV-9A has gobs of controllability). Meanwhile, ATC got the Swift straightened out and headed back in. The Swift again turned final for 18, and there was again turmoil. Somewhere in this sequence, I turned off the runway and focused my attention on the grass and the flagmen. Later on, talking to a tower controller, he told me that this kind of thing happens several times every year, and that I’d handled things appropriately. Later on, I was listening to an Oshkosh arrival frequency on the web. Lots of folks don’t read the NOTAM, lots of folks seem to need to talk all the time. I have no idea how this system worked, and sometimes I don’t think it does. At least I was prepared.
The road to the third consecutive Red Bull Air Race stop at Ascot, United Kingdom on Aug. 13-14 took a special turn for Britain’s top racing pilots, Nigel Lamb and Ben Murphy, in July as they visited the Royal Air Force base at Scampton, Lincolnshire, to get together – and fly – with the Royal Air Force Aerobatic Team known as the Red Arrows. Quite simply, it was a meeting of
the best of the best. For Murphy, who is a new member of the Red Bull Air Race Challenger Class this year, it was also a homecoming. Born and raised in the British Midlands, Murphy is a decorated former RAF pilot who served as Commanding Officer and Team Leader of the Red Arrows. Master Class pilot Lamb, meanwhile, is also a former military pilot who
flew jets and helicopters with the Air Force of his native Rhodesia (now Zimbabwe) before eventually relocating to Oxfordshire. He and his Breitling Racing Team have logged nearly nine seasons competing in the Red Bull Air Race, capturing the World Championship for Great Britain in 2014. The pair had a lot to talk about with the Red Arrows pilots, including current
Team Leader and Red 1, Squadron Leader David “Monty” Montenegro. “It was fantastic to be back at RAF Scampton. I suppose it’s like looking around a house you’ve previously lived in: the furniture is different, but it’s all essentially the same place it once was!” said Murphy, clearly enjoying the return after five years as a civilian. “Monty is Continued on Page 34
the Garmin G5000 flight deck and is powered by FADEC-equipped Honeywell HTF7700L turbofan engines with fully integrated auto throttles. The aircraft offers a full-fuel payload of 1,500
pounds, a maximum cruise speed of 476 knots and a high-speed range of 3,400 nautical miles. With optional head-up display and enhanced vision capability, the Longitude facilitates eyes-up flying.
The spacious cockpit incorporates easier access and an ergonomic design that fully focuses on crew comfort and efficiency. For more information, visit www.textron.com.
BEST
OF
The flight home Ed was much less draWischmeyer matic. I took off on the right side of runway 18R with six planes in sight ahead of me. I kept my speed down so as to follow, and eventually most turned aside, and I passed the other one with a comfortable separation. The first stop was Chicago, a short leg, because I was tired and knew better than to plan on a full day in the plane. The next day, two legs got me home before the afternoon weather got stirred up. All things considered, I matched airline time from Chicago to Savannah in my 145155-knot airplane.
•••••
One firm landing in the floatplane, and a flight in rough water at the AirVenture seaplane base told me that the occasional jarring of a water landing is not something that my surgically repaired back likes. With five vertebra fused in the lumbar region, shocks are transmitted undiminished to my mid and upper back. I’ve always wanted to get ATP in all four airplane classes – I’ve got two so far – but it looks like floatplane flying, like aerobatics, is now pretty much in my past unless I can find a way to get 35 hours more of smooth water flying. No real complaints, though, as I’ve been exceptionally blessed in my flying career.
BRITISH: UK RACE PILOTS TAKE TO THE SKIES WITH WORLDFAMOUS RAF AEROBATIC TEAM – THE RED ARROWS
Cessna Citation
Continued from Page 24 Longitude integrates the latest technology throughout the aircraft, bringing customers the lowest ownership costs in this category. It features the next evolution of
26
OSHKOSH SHORT TAKES
In Flight USA Celebrating 31 Years
Planes of Fame Air Museum Over 150 Aircraft and Displays
See the F-86 Sabre Fly!
C
By Ed Wischmeyer
hina is looking to get general aviation going, starting with an airport in each of the country’s 2,800 counties. After all, if you can afford a Porsche, you can afford an airplane. And supposedly there are three or four dozen amateur-built airplanes flying in China already – long before there are any rules. Sonex is part of this picture, hoping that homebuilts will be part of getting GA going there, but they’ll also need mechanics, instructors, and everything. Sonex might design new aircraft appropriate to the market.
•••••
Living History Flying Day Saturday, October 1, 10 am The October 1st Living History Flying Day will feature the North American F-86 Sabre. A speaker panel of distinguished aviation experts, historians and veterans will give a presentation, followed by a flight demonstration of the featured aircraft.
Visit us:
Living History Flying Days occur the first Saturday of each month at the Chino, CA location.
Sun-Fri: 10-5 • Sat: 9-5
(Schedule subject to change.)
Closed Thanksgiving & Christmas
CHINO AIRPORT (KCNO) • 7000 MERRILL AVE., #17 • CHINO, CA Corner of Merrill and Cal Aero Drive Dr. Chino Airport
WWW.PLANESOFFAME.ORG
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Garmin had a heap of announcements, many related to Connext and interconnection of boxes, automatic database updates, and a certificated version of the G5 primary flight display. Only the attitude indicator part is certificated, though, so you still need regular airspeed indicator and altimeter. They’re way behind on shipping G5 units, a nice problem to have. Similarly, Avidyne had a heap of announcements about products, an outside-the-airplane synthetic vision view, and a clip to mount an iPad on the instrument panel over the sixpack. The competition between the two is healthy, so you’ll really want to spend time with an avionics salesman to choose between them and to understand all of their offerings. If you’re flying an LSA or homebuilt, Garmin has lower prices for uncertified avionics, but Avidyne does not.
•••••
One of the older homebuilt designs is the all-wood FlyBaby, normally a low wing monoplane. There’s also a biplane version, and there was one there with WWI-style wheels and paint scheme. It is as phony as a three-dollar bill but really neat looking. The biplane only has ailerons on the lower wing, and I wonder how it flies. With a shorter wingspan than the monoplane, I bet the roll rate is a little higher, but I bet the plane has more drag than it really needs. Next to the FlyBaby was a Skyote, a small biplane that supposedly performs aerobatics quite well on only 100 HP, according to a pilot report written decades ago by Bob Hoover. If you want plans or parts, the vendor requires you to contribute to Epworth Children’s Home in lieu of his profits. However, I don’t know that I could get in (due to age and
September 2016
general creakiness), and my surgically repaired spine seems to not like more than 2Gs. Oh, well. I also talked to an older Pietenpol builder who was once unable to climb out of his airplane. A Baby Ace can have similar problems for us old stiffs. Just when you’ve got money to burn, the fire goes out, as the saying goes.
•••••
The last flying Martin Mars flying boat is here. Want to fly it, like, at the controls? A two-day class is only $25,000, and that includes an hour of flying time. Boy, I’d sure like to, but I’m not sure that it’s worth 25 grand to me. The controls are unboosted and really heavy, and I think I could buy a whole lot of gym membership for that much. It burns 400 gallons per hour at cruise, 1,000 gallons when fire fighting, and 100 gallons before the mag check, if you’re wondering where the money goes. It is surprisingly loud, but boy, is it big! The water drop didn’t seem overwhelming, but then again, I wasn’t underneath it. And if you want to buy the monster for your collection, I think that it’s for sale. Then again, you’d need a team of technicians to keep it going, as was demonstrated when it hit bottom in the shallow waters of Lake Winnebago. A number of powerful pumps kept it afloat while repairs were made. Does it sound too expensive? You could get an hour in an F-4 Phantom II for only 12 grand.
•••••
The Canadian Snowbirds arrived, 11 of them, flying Tudor jet trainers. The main body arrived in an immaculate nineplane diamond formation, then turned around and flew past again. Magnificent. Then they broke up into three vics of three planes each and landed in formation perfectly. Their regular airshow was a thing of beauty and grace, grace and beauty. The Blue Angels and the Thunderbirds are something, but the Snowbirds… By the way, the Snowbirds were offered hotel rooms, but they declined them. They’re staying on the field in tents.
•••••
Sonja Englert gave a fascinating talk on high angle-of-attack flight and on the difference between spin-resistant and spincapable aircraft. A spin-resistant aircraft Continued on Page 27
September 2016
www.inflightusa.com
Oshkosh Short Takes
Continued from Page 26 may not have enough control authority to get into a spin, but by the same token, it may have enough control authority to recover from a spin. She also mentioned that the Cirrus aircraft got a spin exemption because of its ballistic parachute, but the chute won’t save you if you get into a spin at low altitudes. And there was so much more… She also flew her motorglider here without the wingtip extensions, so it was in plain old airplane mode.
•••••
www.electricmotorglider.com is the website of an amazing little company that used CAD/CAM and 3-D printing to do amazing things. All of their design files are online, so you can take those files to your cabinet shop to get the jigs made, print tube-cutting guides on your computer, and get the forward-fuselage tubes all ready for precise welding. Take the sheet metal files and get those parts made, all with matched-hole precision. You can buy the 3-D printer for the cost of getting the parts printed commercially, and all kinds of parts, from fairings to low-load parts, all come out ready to go. Truly amazing! And the aircraft ain’t bad either. You can fly it as a (barely) two-place glider, or you can use the payload for powerplant. If you really want to go somewhere, you should get an engine because the current state-of-the-art with electric power limits that plane to 23 minutes of flight. Today that is…
•••••
What was the first certificated aircraft in the U.S. to use structural composites? No, it wasn’t the Windecker Eagle; it was the Laister LP-49 sailplane, which had a composite fuselage. EAA Chaplain, Cam Martin, had his here this year, 50 years old, and gave a seminar on it. And, get this, it is a certificated aircraft built from a kit. Rules have changed over the years…
•••••
You’ve probably read that Dynon attitude indicators can now be used in certificated aircraft. The fine print is that
a Dynon GPS receiver is required, along with an external GPS antenna. Similarly, the Garmin G5 requires an external GPS antenna in certificated airplanes but not in experimental aircraft.
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•••••
The most outrageous but still credible was the Windward Performance GosHawk, a two-seat motorglider with impossibly long, thin wings derived from the DuckHawk sailplane. With a thundering 60 HP HKS700 two-cylinder gasoline engine burning 2.3 gallons per hour, anticipated cruise speed is 174 knots. No typo. 174 knots. Twenty gallons of gas will take you 1,500 nm. The prototype hasn’t flown yet, but it comes from Windward Performance, a small but reputable company. Not enough range? Slow down to 90 knots, 0.65 gallons per hour, and you have enough range to theoretically fly from California to Hawaii, if you can stay awake that long. That’s 160 mpg. Or shut off the engine in soaring conditions. But with only 20 gallons of fuel, you can’t offload much to increase the rather lean cabin payload of 360 pounds. There’s a cost to all this magic of course. The basic kit costs $117,000, or you can buy one flying (experimental, exhibition motorglider) for under $200K. Truly amazing, but you can buy a less efficient airplane and a whole lot of gas for that much. Now here’s a pairing – the superefficient GosHawk and the super slow sightseeing AirCam, at similar prices. I’ll take one of each please. Even if I can’t afford the airplanes, at least I can afford the gas. How often is that the case?
27
The Stallion was on the cover of a dozen aircraft magazines internationally.
For more information call Rita Hollmann, Aircraft Designs Phone 831-621-8760 • Email: jets@mbay.net
•••••
EAA has a memorial wall with many names on it, and I stopped to read some. There were a number of “big names,” and of course, a few friends. What I was not expecting to find was EAA member 44 who gave me my first (I think) small plane ride when I was 12. I just found that in the pocket notebook that was my “logbook” before I started real lessons. Thanks, Cy!
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• Beijing, Wuhan, Yichang, Chongqing, Chengdu, Guilin, Xi’an, Suzhou & Shanghai • ALL 5-Star hotels and 5-star cruise ship (all cabins with private balcony). • Great Wall, Forbidden City, Tiananmen Square, & Summer Palace • 4-night Yangtze River Cruise through Three Gorges and 5 locks of world’s largest dam with 3 included shore excursions • Baby Pandas at Chengdu’s Breeding Center
• 8000 Clay Soldiers, ancient city wall, famous Tang Dynasty show • Exotic Guilin with Li River mini-cruise plus tea plantation & Reed Flute Caves • VIP Tour of NEW WW II Flying Tigers Museum plus VIP Banquet • Cruise Grand Canal of Suzhou, World’s Silk Capital & the “Venice” of China • Tour the old and the new modern Shanghai • And SO MUCH MORE ...
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THE FAA’S $500 ADS-B REBATE FAA INCENTIVE WILL BRING NEXTGEN SAFETY TECHNOLOGY TO GENERAL AVIATION AIRCRAFT EARLIER In Flight USA Celebrating 31 Years
28
September 2016
The FAA is launching a program to help general aviation aircraft owners meet the Automatic Dependent Surveillance–Broadcast (ADS-B) Out mandate to incentivize them to enjoy the safety benefits of the NextGen program ahead of the 2020 deadline, and to help defray equipment and installation costs. Owners of U.S.- registered, fixed-wing, single-engine piston aircraft whose operation requires an onboard pilot that are not currently equipped with Version 2 of ADS-B Out are eligible for the rebate. Rebates will be issued on a firstcome, first-served basis for about one year from the fall 2016 launch or until 20,000 are claimed, whichever comes first. The FAA estimates that as many as 160,000 general aviation aircraft will require ADS-B Out, which transmits information about a plane's altitude, speed, and location to air traffic con-
trollers and nearby aircraft. Owners can also claim a rebate for installing an integrated system that includes ADS-B In, which enables pilots to receive subscription-free traffic and weather information in the cockpit and see the location of their planes in relation to other nearby aircraft. Many aircraft owners may be reluctant to equip until just before the deadline on Jan. 1, 2020, which would create an enormous challenge for qualified repair stations to perform the installations. The rebates are designed to encourage costsensitive owners to equip in the coming year rather than wait until closer to the deadline and risk being grounded due to high demand for equipment and installation. Eligibility is limited to the purchase of new, TSO-certified ADS-B equipment that is compliant with the ADS-B Out rule. Software upgrades of existing equipment and new aircraft first regis-
tered after Jan. 1, 2016, are not eligible. After the installation, an aircraft must be flown in the airspace defined in 14 CFR 91.225 for at least 30 minutes to claim a rebate. This flight is essential to validate that the new avionics were installed properly and will comply with the rule requirements. Refer to the full program rules at www.faa.gov/go/rebate for details about special rules in Alaska, Hawaii, Guam, and Puerto Rico. How do I get my rebate? While the ADS-B rebate Program Reservation System is not yet available, you can start the rebate process now by doing the following: Review and validate the aircraft owner and aircraft-specific information in the FAA's Civil Aircraft Registry (CAR). The FAA will determine rebate program eligibility using the information submitted in the CAR, and all rebates will be mailed to the aircraft owner recorded
in the CAR. Visit the Equip ADS-B website to research eligible equipment and learn more about the ADS-B Out rule at www.faa.gov/go/equipadsb. Locate an authorized installer and determine the specific aircraft requirements to ensure that the installation will be performed in accordance with applicable FAA regulations and will meet the requirements in the General Aviation ADS-B Rebate Program Rules. The ADS-B equipment may be purchased now, but the ADS-B installation must occur after the FAA’s program website is launched this fall to be eligible for the rebate. For more details about obtaining a rebate, visit the FAA’s ADS-B rebate page at www.faa.gov/go/rebate. You can click the subscribe button in the upper right corner to receive future updates on the rebate program via email.
Cessna Aircraft Company, a subsidiary of Textron Aviation Inc., a Textron Inc. company, recently announced during the Asia Pacific Airline Training Symposium (APATS), that it has signed a multi-year agreement with Pan Am International Flight Academy. The agreement provides that Pan Am will purchase new, non-complex, single-engine aircraft, which includes the Cessna Skyhawk 172, exclusively from Cessna for all of its primary flight training operations. In conjunction with this agreement, Cessna will also provide service support, parts discounts, and training. “We are thrilled to work with Pan Am International Flight Academy, an
industry leader in training support,” said Doug May, vice president, Piston Aircraft. “This new relationship with Pan Am will ensure student pilots have access to the world’s leading training aircraft, the Cessna Skyhawk.” Headquartered in Miami, Fla., Pan Am International Flight Academy along with its subsidiary company, Pan Am Career Pilot Academy, is one of only a handful of training organizations capable of supporting all airline requirements through industry-leading flight training. The company provides flight simulation and training on nearly all major aircraft types with more than 200 professional training programs and experienced
instructors. Pan Am is dedicated to being the preferred training choice for pilots, mechanics, flight attendants, dispatchers and airline cadets focused on transitioning to the airlines. “We are excited to work with Textron Aviation on the establishment of this multi-year agreement, which we consider a key component to the growth of our Career Pilot Academy and demonstrates our commitment to this business as an airline training solutions provider,” said Mark Johnson, executive vice president of Pan Am International Flight Academy.
About the Cessna Skyhawk 172
From Planes of Fame Staff
craft. Some are the sole surviving examples of their type. Ed wanted to create a flying museum, an idea that he pioneered. More than 59 years later, Ed’s commitment to that objective has enabled generations of Museum visitors to experience the sights and sounds of aircraft that otherwise would have been lost to history. Instead, they grace the skies with their
beauty and speed. Ed will be missed by all of us at Planes of Fame. Blue skies, Ed! Information will be posted as it becomes available at www.planesof fame.org.
CESSNA SIGNS MULTI-YEAR AGREEMENT WITH PAN AM INTERNATIONAL FLIGHT ACADEMY
IN MEMORY
OF
We are deeply saddened to announce that Planes of Fame Air Museum founder, Edward T. Maloney, passed away on Aug. 19, 2016 at the age of 88. Ed founded the Museum on Jan. 12, 1957. From humble beginnings, the Museum has grown to more than 150 air-
PLANES
OF
The Skyhawk is the world standard for pilot training and is renowned for offering the best combination of modern features, including the Garmin G1000 avionics system and proven dependability. The aircraft’s high-wing design enables superior flying characteristics ideally suited for pilot training. More Skyhawks have been delivered to customers around the world than any other type of aircraft, with more than 43,000 in service since 1955. For more information, visit www.panamacademy.com.
FAME FOUNDER EDWARD T. MALONEY
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September 2016
P
COOKING
www.inflightusa.com
29
Flying With Faber WITH
ilots hear it all the time – folks who tell them that they are afraid of little airplanes – “I won’t go up in one of those Piper Cubs.” Isn’t it strange that many folks unfamiliar with general aviation seem to stereotype and group together all small aircraft from J-3 Cubs to TBMs as Piper Cubs? I don’t take it as an insult. I performed a substantial amount of my primary flight training in a Piper Cub. Six decades later, I still have a love affair with that airplane. In most areas of life, I have an aversion to stereotyping. Not only does the practice affect the stereotyped entity, it often prevents the “stereotyper” from broadening his or her horizons. Imagine how much fun, excitement, and exhilaration a person could have as a first-time passenger in a Piper Cub-with the window open, flying at a speed of 50 mph over peaceful farmland, hedgehopping over stands of trees or circling over a clear blue lake. Another group of stereotypers are folks who hate lamb. “It’s too gamey,” they moan. I’ve lost count of the number of people who have expressed their disdain for lamb. However, I can assert without exception, that the folks I’ve invited over and implored to give the lamb a try have been turned into ardent converts by the time dessert is served. Much of the lamb we consume comes from Australia or New Zealand. American lamb is primarily raised in Colorado. Domestic lamb is more expensive and admittedly tastier. Costco sells Australian racks of lamb, which are half the price of American racks. They are chock full of tender meat. I use them all of the time. Here are a few examples of lamb dishes from my upcoming cookbook, which are not only easy to make, they will wow your family and friends.
Rack of Lamb with MustardThyme Crust
1/4 cup fresh bread crumbs (I use a stale slice of bread or a French roll) 1/4 cup coarse grain Dijon mustard 1 tablespoon minced garlic 1 tablespoon chopped fresh thyme or 1 teaspoon dried
1
FABER – DON’T BE AFRAID OF LAMB
(Stuart J. Faber)
tablespoon fresh rosemary or 1 tea spoon dried 1 teaspoon oregano 1 tablespoon chopped parsley 3 tablespoons olive oil Kosher salt and freshly ground black pepper 1 1¼ pound rack of lamb, well trimmed Additional olive oil and mustard
Place one slice of stale white bread or a French roll in a food processor. Pulse to coarse crumbs. Remove and set aside. Combine mustard, garlic, thyme, rosemary, parsley, oregano, and olive oil in the food processor. Mix well until a thick paste is formed. In the meantime, heat a heavy skillet, preferably cast iron, over high heat for at least 15 minutes. Preheat oven to 450 degrees. With an additional tablespoon of olive oil, rub all sides of the rack with oil and generously apply salt and pepper. Place rack in the hot skillet and sear all sides until mahogany brown, and a crust forms. Remove lamb from skillet and place on baking sheet – or leave in the skillet. Combine the reserved breadcrumbs with the mustard mixture. Brush lamb all over with additional mustard to make the glue. Pat crumb-mustard mixture over meaty sides of rack. Place lamb on a baking sheet or in pan, rounded side up, bone side down. Roast lamb until thermometer inserted into center registers 125°F for rare, about 20 minutes; 130°about 25 minutes for medium rare. Remove lamb from the oven and let rest on baking sheet or pan for 10 minutes. Carve into individual chops. It serves two. Lamb shanks are succulent and delicious. Cooking them requires some waiting time but very little skill.
(Stuart J. Faber)
Fabe’s Succulent, Luscious Braised Lamb Shanks with White Beans
Lamb Shanks 4 meaty lamb shanks (approx. 1 lb each) 2 Tbsp olive oil 1 medium onion, chopped 1 medium carrot, chopped 1 celery rib, chopped 8 garlic cloves, chopped 2 flat anchovies, chopped 1/2 bottle dry red wine 2 cups chicken broth 2 tablespoons tomato paste 1 16 oz. can chopped tomatoes 2 fresh thyme sprigs 1 teaspoon dried oregano 4 fresh rosemary leaves 1 bay leaf kosher salt and pepper
White Beans 1 1/2cups dried Great Northern or Cannellini beans 4 strips bacon 1 medium onion, chopped 1 carrot, chopped 1 celery rib, chopped 3 garlic cloves, chopped 2 cups chicken broth 4 tablespoons Italian parsley, chopped 2 tablespoons lemon zest For the lamb: Pat lamb shanks dry and season with salt, pepper, and oregano. In an eight-quart heavy bottomed Dutch oven, heat olive oil over moderately high heat. In batches, brown shanks on all sides. Remove and set aside. Place onions, carrots, celery, garlic, and anchovies in the pot; season with salt and pepper and sauté until softened. Add wine and simmer until reduced to about two cups. Add the broth, tomato paste,
Stuart J. Faber and Aunt Bea tomatoes, thyme, oregano, bay leaf, and shanks. Bring to a boil, reduce heat, and simmer, covered, turning lamb shanks occasionally for one and a half hours. Add rosemary and simmer mixture one hour more, uncovered or until lamb is very tender and falling off the bone. Cook uncovered to reduce and thicken the sauce, about 10 minutes. For the beans: Soak the beans the night before. The next day, place the beans in a stockpot and add enough water so that the level is three inches above the beans. Bring to a boil and cook until almost tender-about one to one and a half hours. Do not add salt. Cook bacon in a heavy bottomed saucepan over medium high heat until just browned. Add onion, carrot, celery, and garlic stirring four to five minutes or until softened – do not brown. Add beans and one-cup broth over medium heat, stirring occasionally and adding enough remaining broth to keep beans moist so that they reach a creamy but not mushy consistency, about 30 minutes. Season with pepper, thyme, and oregano. Add salt just before serving. Keep warm. Assembly: When the lamb shanks are very tender, add the beans to the Dutch oven. Cook for several minutes until the flavors of the lamb and the beans meld. Mix the lemon zest and parsley together. Sprinkle over lamb and beans. Serve immediately. Note: If you desire, the beans can be served separately and not mixed with the lamb sauce.
Stu’s Butterflied Leg of Lamb
1 ¼ 1 2 4 1 1 1 1 1
cup dry red wine cup soy sauce tablespoon Worchester sauce tablespoons olive oil tablespoons Dijon mustard tablespoon oregano tablespoons fresh crushed rosemary teaspoon cumin tablespoon thyme tablespoon crushed sage Continued on Page 30
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In Flight USA Celebrating 31 Years
Flying With Faber
Continued from Page 29 1 teaspoon paprika kosher salt and pepper 1 fresh lime 1 4-pound butterflied leg of lamb
(Stuart J. Faber)
Most butchers will butterfly the lamb for you. If not, it’s relatively easy to do it yourself. Start with a very sharp chef’s knife or boning knife. By the way,
September 2016
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knives, even serrated blades. My knives are now as sharp as they were after I took them to a sharpening shop. I have quite a few knives, so after two sharpening sessions at home, the 15/20 paid for itself. Take a look at www.chefschoice.com. To butterfly, start by slicing straight down through the center toward the bone. Continue making shallow slices along the length of the meat until you reach the bone. Once you’ve exposed the bone on one side, make slices as close to the bone as you can, freeing the meat bit by bit until the bone can be removed with no residual meat. I leave the bone in for extra flavor. Next, cut into the meat as if you were unrolling a scroll that was stuck together. As the two halves form, cut so that they are about the same thickness. Before marinating, make slashes in the meat, each about 1/4” deep. For more instruction, watch a video on Martha Stewart.com/butterfly lamb. Combine wet ingredients except mustard. Pour into a 13x9 baking dish. Soak lamb on both sides. Combine dry ingredients except salt and pepper––this is the rub. After soaking lamb, rub with mustard. Then rub all over with the spice rub. Marinate in refrigerator for at least four hours. One hour before cooking, remove lamb from fridge and bring to room temperature. Heat your grill to high. If cooking in the oven, heat to 425 degrees. Just before cooking, apply more rub and more mustard. Rub all over with fresh limejuice. Season with salt and pepper. Place on high heat over grill (or in oven on a baking pan), and brown on both sides. Then, put fat side down and roast for 3040 minutes until internal temperature reaches 125 degrees. Baste with remaining marinade occasionally. Before removing from grill, add more rub. Let rest for 15 minutes before serving.
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How about a few sides? Here are recipes, one for a green vegetable, one for carbohydrates. Since we are forcing you to eat lamb, let’s also force you to eat Continued on Page 31
September 2016
www.inflightusa.com
31
Flying With Faber Continued from Page 30 your Brussels sprouts! I guarantee, you will love them.
Sautéed Brussels Sprouts With Gremolta
Brussels Sprouts 1 pound Brussels sprouts (you can also use asparagus or green beans) 2 shallots 2 crushed cloves garlic 2 tablespoons butter 2 tablespoons olive oil 1/2 cup chicken stock Gremolta 1/2 cup fresh bread crumbs 2 tablespoons butter 1 teaspoons lemon zest 1 clove garlic, chopped pinch red pepper flakes Brussels sprouts: Cut each sprout vertically in half. Finely chop the shallots. In a large, non-stick skillet over medium heat, heat the oil and butter. Place the sprouts in one layer, cut side down. Scatter the shallots and garlic over the Brussels sprouts. When the sprouts begin to caramelize, turn them over and cook for another five minutes. Add just enough stock to cover the base of the skillet. Cover and allow the sprouts to steam until the liquid has almost evaporated and the sprouts are tender. Gremolta: Melt the butter in a small skillet. Add breadcrumbs and sauté until they are toasty brown. Add lemon zest, garlic, and pepper flakes. Sauté for one additional minute. Remove from heat. When the sprouts are done, sprinkle the gremolta over the sprouts and serve immediately. Sprinkle with grated Parmesan if desired.
Fabe’s Risotto with Wild Mushrooms, Leeks & Peas
2 leeks, white & green parts sliced thin 1 shallot, chopped kosher salt, freshly ground black pepper, fresh or dried thyme or fresh rosemary 1 cup Arbario or Carnaroli rice 6-8 cups homemade chicken stock olive oil butter 1/2 cup dry white wine 1 pound fresh wild mushrooms
1/4 1/2 1/4 2
cup chopped Italian parsley cup frozen peas cup grated Parmesan cheese tablespoons heavy cream
Melt one tablespoon olive oil and two tablespoons butter in heavy large skillet over medium-high heat. Add 1/4 of mushrooms and sprinkle with salt, pepper, and thyme, if using. Sauté mushrooms until tender and beginning to brown, three to four minutes. Transfer mushrooms to medium bowl. Working in three more batches, repeat with six tablespoons butter, remaining mushrooms, and salt, pepper, and thyme. Bring chicken broth to simmer in medium saucepan; keep warm. Melt remaining one and a hlaf tablespoons butter with olive oil in heavy large saucepan over medium-low heat. Add leek and shallot, sprinkle with salt, and sauté until tender, four to five minutes. Add rice and increase heat to medium. Stir until edges of rice begin to look translucent, three to four minutes. It should make a clicking sound. Add white wine and stir until liquid is absorbed, about one minute. Add 3/4-cup warm chicken broth; stir at medium speed until almost all broth is absorbed, about one minute. When rice mixture is just thick enough to leave a clear wake behind the spoon, add another 3/4-cup stock. Continue adding broth by 3/4 cupfuls, stirring at medium speed until almost all the broth is absorbed before adding more. Continue adding stock 3/4 cup at a time and stirring constantly until rice is mostly translucent but still opaque in the center. Rice should be al dente but not crunchy. As rice nears doneness, watch carefully and add smaller amounts of liquid to make sure it does not overcook. The final mixture should be thick enough that grains of rice are suspended in liquid the consistency of heavy cream. It will thicken slightly when removed from heat. During the last 10 minutes, stir in mushrooms and peas and continue adding stock. Remove from heat. Stir in butter, heavy cream, Parmesan cheese, and parsley; season with salt, pepper, and thyme. Divide the mixture among four shallow bowls, mounding risotto in the center, and grate or shave additional Parmesan over risotto. Serve immediately.
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EAA AirVenture OshKosh Wrap-Up
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In Flight USA Celebrating 31 Years
September 2016
CUBCRAFTERS XCUB: WORLDS FIRST CUSTOMER DELIVERY AT AIRVENTURE
Aircraft manufacturer, CubCrafters, celebrated an historic milestone during AirVenture 2016. The Company presented the all-new XCub, serial number four, to its first customer. The proud owner of the XCub is TacAero, CubCrafters’ exclusive authorized partner for factory transition training and advanced tailwheel courses. TacAero is located in scenic Hood River, Oreg., where the surrounding landscape offers perfect operating environments to challenge adventure pilots. Jeremy Young, Vice President of TacAero, is thrilled with the delivery. “TacAero owns and operates a range of CubCrafters aircraft, including the Part 23 certified Top Cub and variants of the Carbon Cub, to satisfy every transition requirement,” Young said. “When we received the XCub at AirVenture, we offered our clients the most comprehensive suite of training programs available to tailwheel pilots.” CubCrafters Director of Global Sales Support, Brad Damm, comments, “After our long development cycle, it is gratifying to present our first customer XCub to an organization that is devoted to advancing piloting skills, decision-making, and safety. Though the XCub launch has already exceeded CubCrafters’ expectations, our partnership with TacAero will
certainly increase the number of pilots who will successfully transition to this fantastic new airplane.” XCub received FAA Part 23 certification on June 2, 2016 and was announced to the public on June 6 of this year. Upon the announcement, CubCrafters offered a limited series of 20 Launch Edition aircraft that include exclusive paint, Launch Edition branding, and a premium equipment package at special pricing. The Launch Edition has already been sold out. XCub is lighter, faster and stronger than any aircraft in its category. The new model also carries a larger payload and delivers greater range. Combined, these attributes fulfill a much wider mission profile compared to any other aircraft in this class. “With the addition of XCub to our fleet, TacAero will expand our curriculum to include longer-range operations with heavier loads,” Young continued. TacAero offers courses ranging from FAA approved Part 141 transition training for specific CubCrafters models to customizable Part 61 training to suit a pilot’s needs. The company’s training programs are distinguished for their professional, in-depth coursework and include practical, flightintensive applications in a multitude of real-world environments, thereby deliver-
ing an immersive and fun experience. TacAero’s new XCub will be pressed into flight training service immediately following AirVenture. Visit tacaero.com or call 844-FLY-
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the T-6: pilot Laura Stants, EAA 492845, and her 15-year-old daughter, Kaylee. For Laura, aviation is not a job or a hobby. It is a way of life. She flies corporate aircraft and runs a flight school with her husband, Steve. Over the course of her 25-year career, Laura has accumulated more than 9,000 hours in the air and more than 350 hours in the T-6 alone. While one would think she would get enough of airplanes on the job, she chooses to relax along with her family at the hangar, and on a nice evening, will wheel out the T-6 for a flight. Laura and Kaylee have made two trips to EAA AirVenture Oshkosh in the T-6, the most recent being 2016. Kaylee has been flying her whole life. Kaylee wrote a school paper about going upside down in the T-6 with her mom and caused a bit of a stir at school, but she still got an A.
Kaylee said she intends to get her private pilot certificate and instrument rating because she loves the utility of general aviation and being able to get somewhere quickly and on her own schedule. She began flying in a Citabria and has since taken lessons in a Champ, a C-172, and C172RG, and flown a wide variety of airplanes, including a Baron, Seneca, Aerostar, Super Viking, PT-26, and T-6, among others. Her favorite ride though was with Nathan in his North American P51D Mustang. After the flight, and as per the rules, she wiped down the plane. Flying the T-6 to Oshkosh as a mother-daughter crew is a trip that is special for so many reasons. Here, a young woman is being given the chance to keep the torch going forward. She has the chance to be the spark plug for others of her generation to ensure we do not forget the past. And she is getting to do it in the
PASSING
THE
By Chris Henry EAA Lifetime
estled in the plains of Indiana, among the lush farm fields is the small town of Kokomo. It was dubbed the “City of Firsts” for its contributions throughout the first half of the 20th century. Just outside of the town is an airport, and amazing things take place there as well. While most days the airport pattern is filled with your everyday traffic, on occasion one can see a checkered-tail throwback to the days of World War II. That checkered tail is of the North American T6 Texan owned by EAA Lifetime 45407, Nathan Davis. The Texan’s distinctive roar fills the air at the airport and garners looks everywhere it goes. But the sound and paint scheme are not the only things that stand out about this aircraft. On many days, a special crew pilots
XCub Specifications
AIRCRAFT Certification: FAA Part 23 Certified Category: Normal (2,300 lbs GW) & Utility (1,980 lbs GW) Type: Single Engine Land & Sea Crew & Passengers: 2 DIMENSIONS Length: 23 ft 10 in Height: 8 ft 4 in Wingspan: 34 ft 4 in Wing Area: 174.8 sq ft Cabin Width: 30 in Cabin Height: 52 in Cargo Area: 26 cu ft WEIGHTS Empty Weight: 1,216 lbs (base configuration) Gross Weight: 2,300 lbs Maximum Useful Load: 1,084 lbs Cargo Weight: 230 lbs
CAPACITIES Fuel: 49 gal Oil: 8 quarts POWERPLANT Engine: Lycoming O-360-C1G Power: 180 Horsepower Propeller: Hartzell Trailblazer, constant speed, composite PERFORMANCE Maximum Speed: 153 mph in level flight Cruise (75% power): 145 mph Rate of Climb: 1,500 ft/min Endurance: 6+ hrs Range: 800 mi Takeoff Distance: 170 ft Landing Distance: 170 ft
CUBS today to learn how TacAero can serve you and take your training to the next level. For more information about XCub, visit www.xcub.com.
TORCH: MOTHER-DAUGHTER TEAM FLIES T-6 TO OSHKOSH
(EAA Photo)
very same aircraft that some of our nation’s first female military aviators, the WASP, made history in. It is Kaylee and her generation who will keep the traditions of the past alive for those in the future. When asked how their trips are different than an average mother-daughter trip to the mall, Kaylee said, “I know my mom and I aren’t normal, and I am good with that.”
EAA AirVenture OshKosh
September 2016
www.inflightusa.com
EAA CHAPTER 675 RESTORES PHANTOM GATE GUARD
E
By Paul Adams EAA
AA Chapter 675 of Marshalltown, Iowa, was approached by the Marshalltown American Legion Post 46 with the request for assistance in cleaning and painting the Legion’s F-4 Phantom. As caretaker of the F-4, the U.S. Air Force requires the Legion to keep the aircraft in good visible shape. The Marshalltown F-4 was in definite need of a cleanup and new paint. The American Legion sought out Chapter 675 to help thinking that members of 675 had aircraft experience, which was of course true. They gladly volunteered their time and helped with some financial assistance. The project turned out to be fun although much of the work was performed on hot muggy days. On the first day, the five volunteers were all veterans and all over the age of 70. The first day consisted primarily of scraping, sanding, and washing. A professional painter was hired by the Legion with materials supplied by local merchants, thus volunteers were needed only as assistants on the second and third days. The chapter member’s work consisted of moving ladders, mixing paint, taping, moving the hoses, hydrating the painter, and other various
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work-related jobs. For Chpater 675, food is always important, thus members provided lunch and drinks. Each day volunteers worked on the F-4, pictures with articles were placed in the local paper showing the progress. Marshalltown is a small town, and the articles were front-page stories. With this exposure, the word got out and as members worked, many townspeople gave them a honk as they drove by. One day, the veterans’ bus drove by and EAAers snapped them a salute. Fun was had by all and while giving service to the community. Also, it is our deep desire that this aircraft will be a continuing reminder of all the veterans, past and present, who have supported our way of life, ideals, and the liberties and freedoms that we enjoy as Americans.
EAA CHAPTER BUILDING AIRPLANE FOR PILOTS WITH DISABILITIES
EAA Chapter 1083 and John Robinson, the founder of AV84all.org, have banded together to build a Zenith CH 750 Cruzer in Salisbury, N.C. The EAA chapter members will launch the Zenith build on Sept. 10, 2016, at Rowan County Airport (KRUQ). Chapter 1083 was formed in 1993 and serves to encourage participation in aviation-related programs and to help others experience the thrill of flight. The chapter is committed to assisting AV84all.org with this build and is looking forward to creating a new flying club full of fellow builders, pilots, and enthusiasts in the area. EAA Chapter 1083 President Jack Neubacher, EAA 307007, said, “When I was first contacted by Zenith about helping John with this special project, I felt it was a great chance to
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help with one of the most important missions of our chapter––to encourage, educate, and promote aviation for all.” John Robinson, founder of AV84all.org is excited about what the group build project will do for his organization. “EAA Chapter 1083 is literally making a dream come true for AV84all.org,” he said. “Without their help it would take a lot longer to get this project off of the ground, and they are making flying for the disabled a reality.” Robinson earned his pilot certificate through the Able Flight organization in 2015. After obtaining his certificate, he wanted to continue on the journey of making general aviation accessible for all people with disabilities. He formed AV84all.org as a nonprofit organization, Continued on Page 34
File Photo
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LIGHTSPEED AVIATION ANNOUNCES ENHANCEMENT WIRELESS AVIATION HEADSET In Flight USA Celebrating 31 Years
Lightspeed Aviation, the company that created the wireless aviation headset Tango, has made an enhancement to the LEMO version of the popular headset, eliminating the need to ever worry about batteries. The new feature enables the panel interface unit of the headset to charge a spare battery from ship’s power, providing a ready replacement should the battery
in the headset itself become depleted. This new change comes on the heels of the addition of accessory Tango panel interfaces to the Lightspeed line of products, a recent development that makes Tango even more convenient for pilots with more than one aircraft, especially if those aircraft use different headset connector types.
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“Pilots have expressed their appreciation for the freedom from cables while using the Tango wireless headset. It is a breakthrough experience pilots have been waiting for,” said Teresa De Mers, Executive Vice President of Sales and Marketing. “Pilots are also enthusiastic about the convenience and value of the lithium ion rechargeable batteries. Now, not only are the batteries rechargeable, but with the LEMO version, they will recharge from ship’s power in flight, eliminating the need
THEIR TANGO
September 2016
to ever worry about battery status again.” The new version is shipping immediately. Current owners of the Tango wireless headset with a LEMO connection can have their unit retrofitted for a nominal fee. Details are available at www.LightspeedAviation.com/TangoEn hanced. For more information about Lightspeed Aviation and their products, visit www.LightspeedAviation.com.
Best of British
Conrtinued from Page 25 the only pilot remaining that I flew with during my time on the team – but the ethos and the spirit is exactly as it was. It was great to experience it again.” The pilots compared notes on the teamwork and dedication required to be the best of the best on a global stage, and they discussed the differences between the Hawk T1 jets flown by the Red Arrows in their iconic precision displays and the raceplanes that will wow Ascot again this August with low-altitude flying through 25-meter pylons. There was also a chance for the highly-skilled technicians from the Red Arrows to take a closer look at the raceplanes and discuss the engineering excellence underpinning the operations of both the RAF team and the Red Bull Air Race. Then it was time to start the engines, with the Red Arrows taking Lamb up in a Hawk (top speed Mach 1.2) during an existing, scheduled training flight. Murphy and Lamb each then gave Montenegro a taste of the high-G action they endure in a race, where pilots pull breathtaking forces that that they must limit to 10Gs by the rules. “Obviously, the Hawk is much faster; but the raceplane is much, much more maneuverable and can pull considerably more G,” Murphy noted. “For this reason, I find that the raceplane is much more demanding to fly well. Regardless, we enjoyed being in the same aircraft together on a rare chance to just fly for the love of flying.” That passion was evident throughout the two-day session. Lamb and Murphy flew their own raceplanes – the Breitling MXS-R for Lamb and the Red Bull Air Race Extra for Murphy – alongside Montenegro’s Hawk as they soared over the lush Lincolnshire countryside. Most spectacular of all was an unprecedented formation of the raceplanes tightly flanked by the Red Arrows squadron: a
What do you get when Red Bull Air Race pilots Nigel Lamb and Ben Murphy come face-to-face with the famed Royal Air Force Aerobatic Team – the Red Arrows? You get the very best of the British pilots together in one hangar. heart-pounding sight that truly represented the best of Britain in two disciplines. Montenegro said: “In one sense, there are very obvious differences between the Red Arrows and the Red Bull Air Race – one is about precision, formation aerobatics with nine fast-jets, while the latter is about competition against the clock, using highly dynamic aircraft. “However, this rare opportunity to bring together the Red Arrows with Nigel Lamb and Ben Murphy at RAF Scampton demonstrated there are many more similarities between the two disciplines. “Whether it’s an aerobatic display or an Air Race, each requires flying of the highest order, trust in expert teamwork on the ground and detailed preparation and training. “The biggest parallel though is how both types of flying aim to inspire people at home and overseas, through innovation and a colorful demonstration of the best of British.” Tickets for the critical second half of the 2016 Red Bull Air Race season – including the first home race for Ben Murphy and the final home race for soonto-retire Nigel Lamb in Ascot on Aug. 13-14 – are on sale now. For information on tickets and all the latest, visit www.redbullairrace.com.
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In Flight USA Celebrating 31 Years
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FIGHTING TERROR September 2016
By Gina Marie Giardina 11th Human Performance Wing
WITH
DIVERSITY
www.inflightusa.com
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(This feature is part of the “Through Airmen’s Eyes” series. These stories focus on individual Airmen, highlighting their Air Force story.)
I
n the 711th Human Performance Wing and across the Air Force, Airmen are encouraged to bring everything they have to the fight. A large part of that fight is the fight against terrorism both at home and abroad. Capt. Patrick Mudimbi, an environmental health consultant for the U.S. Air Force School of Aerospace Medicine, has some unique weapons in his arsenal – he’s from the Democratic Republic of Congo, and his first language is French. Shortly after his father died, Mudimbi left his home in Africa in 1996 because he wanted to step up and be a role model for his 17 brothers and sisters. With his mother’s help, he obtained a visa and moved to Ontario, Canada, where he lived with a distant relative. He had his sights set on joining the armed forces, but he hadn’t yet decided which service. At the time, he spoke only French, and he didn’t yet have the money for college courses. So to learn English and study for the Armed Services Vocational Aptitude Battery test, he disciplined himself by utilizing his local library. “I studied English on Mondays and Tuesdays,” he said, “and then math and science Wednesdays, Thursdays, and Fridays. I also listened to a lot of country music because I could hear the words they were singing.” About a year later, Mudimbi walked by an “Aim High” advertisement and decided any service with that motto was the service for him; so, he enlisted in the Air Force. Because of his French fluency, his leadership sent him to train at the Air Force Culture and Language Center at Maxwell Air Force Base, Alab. He is now part of the Language Enabled Airman Program. Mudimbi was deployed on a humanitarian mission after the Haiti earthquake to translate for doctors, patients, and whoever needed his skillset. Most recently, he was sent to Senegal to help Marines. “Air Force Culture and Language Center needed someone who could speak French to go to Senegal to support a Marine mission to train combatant and intelligence groups so they can protect their country against terrorism there,” he
Capt. Patrick Mudimbi, left, translates for Marine Corps Chief Warrant Officer Jonathan Ross during a training scenario in Senegal for Senegalese soldiers to counter terrorist activities. (U.S. Air Force) said. “But they also needed someone who understood the culture.” Mudimbi has a unique understanding of the diversity linked at the intersections of culture, language and race – not just in the Air Force but across services. “I’m an example of how having diversity is a strength in the U.S. military because here we can dig out certain skills to accomplish our mission,” he said. Knowing a language isn’t the only tool translators need to convey various messages; they need to know customs, slang, gender norms – a much more indepth awareness of cultural communication that can only truly be acquired through immersion in a specific region. “Cultures provide people with ways of thinking, ways of seeing, hearing, and interpreting the world. The same words can mean different things to people from different cultures, even when they speak the same language,” according to the University of Colorado’s Conflict Research Consortium. “Because I’m from the Congo, the military members from Senegal seemed to relate to me very well. I was able to talk with them easily without any obstacles,” he said. “While I do speak a different dialect of French, the fact that I have an African background and I look like them automatically connected us.” “The French is the language, but the culture is the bridge,” he added. The act of listening can also strengthen bonds and build trust, a wisdom with global appeal across all identities. “You might not agree with or even understand what a person is saying, but if you just listen, that person will feel considered and valued,” he said. Due to Mudimbi’s unique capability and awareness, he was able to help both short and long-term missions. Continued on Page 38
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In Flight USA Celebrating 31 Years
FOR
PILOTS
September 2016
A U.S. Airline Launches Program to Create its Own Supply of Pilots from Scratch
Given pilot shortage forecasts, a new ab initio hiring program launched by a U.S. airline is going to be watched closely. New York-based JetBlue Airways’ Gateway Select program inducted its first class of cadets late this summer. One of seven dedicated pipelines leading to the JetBlue cockpit, Gateway Select is the first modern example of a zero-time, trainee-to-airline-pilot program by a U.S. carrier, despite the practice being established in Europe and Asia for some time. The issues that made ab initio popular in other parts of the world – a dearth of indigenous pilots from general aviation and the military – are expected to spread to North America as a bubble of retirements hitting mainline airlines over the next decade combines with fewer pilots entering the profession because of the costs and time required. The supply-demand imbalance is further exacerbated by the record numbers of new aircraft deliveries by Airbus and Boeing. Airbus’ most recent forecast shows a demand for 32,428 airliners to be delivered globally through 2035. Dominating the deliveries will be AsiaPacific, with 41 percent of the total, followed by Europe with 21 percent and North America with 17 percent. Boeing’s 2016 pilot and technician outlook, published in July, forecasts a need for 617,000 new airline pilots through 2035, a 10 percent increase over the 2015 outlook. Of that number, Boeing predicts 248,000 pilots will be needed in the Asia-Pacific region, 112,000 in North America, and 104,000 in Europe. “The Asia-Pacific region comprises 41 percent of the global need due to the growth in the single-aisle market, which is driven by low-cost carriers, while North America is the result of new markets opening in Cuba and Mexico, and demand in Europe has increased as a response to a strong intra-European Union market,” the Boeing report states. On top of this growing requirement for pilots will come the impact in the U.S. of a surge of mandatory age-65 retirements that are expected to peak in the late 2020s. For the U.S. regional carriers, there is a double hit. They are struggling to fill seats from college programs, the military and general aviation, a task com-
plicated by a 2013 congressionally mandated first officer flight-time rule that requires first officers to have an Airline Transport Pilot certificate. This typically means a pilot must have logged 1,500 flight hours before being able to fly a commercial airliner; previously pilots could qualify with a minimum of 250 hours and a Commercial Pilot Certificate. This combination of factors has put additional pressure on U.S. airlines to invest more money and be more creative to keep cockpits staffed in the near term and to build pilot pipelines for the future. It’s neither an inexpensive nor a shortterm solution.
Five-Year Investment
“When you consider the path of ab initio, you’re looking at investing about five years or more before that pilot is capable of being considered for a captain position,” Michael Johnson, president and CEO of Paramount Aviation, a flight crew procurement agency based in Virginia, noted. “I think the number of programs is growing and will be a key factor in the long-term need for producing pilots.” While there is no guarantee that a cadet will make it through the program, when an airline takes control of its pilot pipeline from the beginning, it gets the chance to screen prospective employees from the start, then to customize flight training through both schooling and initial operations in the fleet. This can yield benefits. “There are several advantages for the airline – they can train the pilot exactly how they want the pilot to perform and do not have to un-train the peculiarities or unfavorable habits of an experienced pilot,” Johnson said. “They develop a life-long relationship with the cadet pilot, which has the long-term advantage of lower attrition for the airline.” Johnson acknowledged there can be downsides. “The airline assumes the risk that even after investing such capital into the pilot, they may not successfully complete the program,” he said. For JetBlue, the benefits outweigh the potential downsides. JetBlue SVP-safety, security, and training, Warren Christie, said the carrier
Fighting Terror with Diversity Continued from Page 37 “Senegal’s military didn’t just learn how to do the job with my translations, but they also learned to trust me and, in
turn, the U.S. military,” Mudimbi said. “They have to believe that we are together, we’re there to help them fight terror in their country as well as counteract the
had been thinking about an ab initio program for a couple of years. “What was attractive about the ab initio was the ability to structure it so that every phase of training was designed to prepare the pilot to be a future airline pilot,” Christie said. “You could ensure… consistency through every phase of a pilot’s training.” Christie said he first considered the idea of creating an ab initio program after hearing Dieter Harms speak at a conference. Harms is the former head of the Lufthansa Pilot School and was a key player in the design of the multi-crew pilot license (MPL) program. JetBlue worked with Canada-based training provider, CAE, to pull out the “best attributes” of an MPL program and combine it with FAA flight training requirements for the Gateway Select program, Christie explained. CAE operates formal ab initio programs for 10 airlines and MPL schools for five, including Asia low-cost carrier (LCC) group AirAsia, UK LCC easyJet, and Lufthansa. MPL programs train pilots to fly in a crewed environment from the start. CAE announced in June that it had signed a new ab initio contract with India LCC IndiGo to produce more than 200 pilots through 2018 at locations in India and Australia. The company trains approximately 1,200 new pilots per year, with a capacity limit of 2,000 per year.
Gateway Pilot Path
Once admitted to JetBlue’s Gateway Select, cadets will spend four weeks in a “foundation” course, followed by basic flight training at CAE’s Oxford Academy in Phoenix, Ariz. That training will be followed by simulator time at JetBlue’s facilities in Orlando and then a job as a certified flight instructor at CAE to build hours. The airline will induct the first six candidates in a class of 24 cadets selected from 1,400 applications received in a two-and-a-half-week period in March. Another six cadets will start training with ab initio training provider, CAE, every three months, with all 24 expected to complete the program in approximately three and a half years and transition into a six-week JetBlue training course to global threat. “This particular mission, although it was in a different country, is counterterrorism,” he continued. “The goal is to
become Embraer E190 first officers. According to the Future and Active Pilot Advisors website, JetBlue hired 289 pilots through its six pipelines in 2015, down from 420 in 2014. JetBlue has not said whether it will make a direct investment in the students in the program, which will cost $125,000 per cadet over the course of roughly 15 months. “We’ve been working with financial institutions to help get loans,” Christie said. “We’re committed to working with each of [the cadets] to make sure finances do not become a problem.” He added the airline will evaluate the results of the effort before deciding whether to expand Gateway. While full control of the training program is one benefit of the ab initio program, so is a potential new source of pilots. “They’re anticipating that the other gateways may start drying up or becoming less pronounced in the future,” Nick Leontidis, group president of civil aviation training solutions at CAE, said. “For sure, the trend we’re seeing in this area is that there are more airlines looking at ab initio programs for pilots than what we’ve seen in the past,” he said. “It’s a mixed bag at the moment; historically Asian carriers have been more akin to sponsor people, and in the West there were enough people to be hired on the market to fill vacancies. In the U.S., you had the regional to mainline flow.” He said CAE has seen “a lot more interest” from airlines that historically have not considered ab initio. “It’s because the pool of what’s available for people to hire is shrinking,” Leontidis said. “And people are retiring, and airlines are growing.” He noted that professional ab initio programs “are still the exception,” not the rule. “I think the airline industry as a whole needs to figure out how this part of the industry can be better utilized to produce pilots because it will become a more important source,” he said. “This pathway or channel will become more important for everyone.”
stop terrorism from coming to the United States. So going over there is a direct mission to protect the (U.S.).”
September 2016
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In Flight USA Celebrating 31 Years
September 2016
It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating proactive aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerpted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
Airport ramp safety and associated hazards continually appear as common concerns in ASRS reported incidents. Reported ramp events range from routine to remarkable, while the hazards and associated threats may exist almost anywhere. Many hazards are familiar, while others are uncommon. They can be obvious or concealed, and are often unexpected. Unmitigated ramp hazards frequently result in significant property damage or injury to personnel. The routine tasks and interactions required during ramp operations may combine to produce unique circumstances and peculiar threats. Recognizing the hazards and identifying the threats requires anticipation, attention to detail, and situational awareness to avoid incidents when hazards develop or already exist. This month’s CALLBACK features reports taken from a cross section of ramp experiences. These excerpts illustrate a variety of ramp hazards that can be present. They describe the incidents that resulted in and applaud the “saves” made by the Flight Crews and Ground Personnel involved.
A Dose of Sand and Fod
This B737 Crew encountered a ramp hazard that is not uncommon but got a surprise that grounded the aircraft, in part, because local authorities had altered the airport facility. • [Our] aircraft arrived… and a normal exterior inspection was conducted with no abnormalities noted. There was a significant increase in wind strength directly behind the aircraft causing a dust storm.… Shortly after [the storm], a Ramp Agent informed us of… debris in both the intake and exhaust sections of both engines. The debris consisted of dust, sand, and small particles of stone... The total quantity was estimated between one-fourth and one-half cup in each engine’s exhaust section and about the same… in [each engine’s] intake. Dispatch and Maintenance Control were consulted, and contract maintainers were summoned. Debris was vacuumed out of all sections of the engines, and inspec-
RAMPING UP SAFETY
tions noted no other visible defects. The engines were then [run] at idle power for five minutes with no abnormalities noted from the flight deck engine instruments. Visual inspection of the engines, unfortunately, indicated that additional debris had been expelled from the hot section…during engine spool down. Maintenance Control… grounded the aircraft pending a borescope inspection.… There is certainly a significant cost to this incident. The airport authority had recently replaced all of the infield grass and areas between the runways and taxiways with a sand and gravel mix.… I am certain this is the material that found its way into the engines. I am astonished more aircraft have not fallen victim to this hazard.
Getting Caught Up at Work
This Lead Ramp Agent, while striving for excellence in the performance of his duties, was surprisingly pulled in another direction. His co-worker likely prevented a serious injury. From the Lead Ramp Agent’s report: • An Agent who was loading mail with me in the pit saw the lavatory service technician driving his equipment. He thought he was driving under the aircraft. I leaned [out] to see and… that is when my badge caught between the belt and the belt loader ramp and dragged my vest in. I yelled, and the other Agent pushed the emergency stop. Many thanks to the Agent who did what he did to prevent any injury. From the co-worker Ramp Agent’s report • [While the flight was being serviced], I was in… the rear cargo hold [working] with the assistance of my Lead Ramp Agent. He… leaned over the end of the belt loader to check on a lavatory service truck that appeared to be under the aircraft fuselage. I heard him yell and turned to see his badge and vest caught between the baggage belt and the roller on the loader, and his face and chest [were] being pulled into the belt. I immediately hit the e-stop button, and the belt
stopped. Another Ramp Agent ran over… and turned off the belt loader key. We released the Lead’s badge lanyard and vest from his neck, and the other Agent restarted the belt. [The belt would not reverse, so] we… passed his badge through the same way it was pulled in.
of the nose landing gear, the marshaller gave me the “all clear” free to taxi signal–even though the tug hadn’t moved! I have written this up time after time, and it seems to be getting worse, not better. Someone is going to get killed if SOP is not followed!
This CRJ-700 Captain received a surprise after he blocked in and noticed that he was being refueled even before the engines were shut down. • The aircraft was operating without an APU due to an MEL [item]. Ground power and air were requested on the inrange call. Upon arrival at our gate, the left engine was shut down, and the hand signal was given to the Ground Lead for ground power. The individual acknowledged with a nod. During this time, the aircraft beacon was on. After several minutes waiting for ground power, I noticed on the EICAS that the fueler had hooked up to the aircraft. I immediately shut down the aircraft and went to emergency power. I went out to speak with the supervisor... I explained the importance of stopping an unsafe action and keeping personnel clear of the number two engine. Further, I explained how dangerous it was to attempt to fuel an aircraft while an engine is running and with passengers on the aircraft.
An Air Carrier Captain took evasive action while turning into the gate when a ground vehicle ignored the right of way rules and sped through the safety zone. • [As I was] turning into [the] gate, a ground operations vehicle crossed directly in front of our aircraft. The vehicle was moving right to left at a high rate of speed… through the safety zone and directly across the lead-in line. To avoid a collision, I aggressively applied maximum wheel brakes, bringing the aircraft to a violent stop. After the vehicle had cleared the safety zone, we taxied into the gate normally.
Reenergizing Early
Missed Communications – Again
At the conclusion of his pushback, a B777 Captain received the “clear” signal that was clearly premature. The result was a taxi route that could have been presumed unobstructed but was actually blocked by the tug. • After pushback from [the] gate, the tug driver asked me to set brakes. I did. He then told me the towbar was disconnected. I told him to disconnect [his headset]. Within seconds after the towbar was disconnected from the aircraft, but while [the tug] was basically still directly under the nose of the aircraft and in front
Unsafe in the Safety Zone
Bridging the Gap
This Air Carrier Crew was actively taking precautions and mitigating risk as they taxied to the gate. Just when they thought the flight was all but over, an unexpected, uncommon, and unnoticed threat abruptly became a reality. • Light snow [was] obscuring most runway and taxiway markings. I approached the gate at a very slow pace (as the First Officer later described, “slower than a walk”). A Marshaller… was in place and had shoveled or plowed the lead-in line for us. The lead-in line was the only marking clearly visible on the ramp. There was no equipment adjacent to the Safety Zone, no hoses or cables in the Safety Zone, and… the jet bridge appeared to be in the correct location. We… verbalized that the safety zone was clear, and I turned on to the lead-in line, continuing the very slow pace. The snowfall had changed to very large flakes.… I checked the braking action and [announced that] braking was Continued on page 41
September 2016
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EAA Chapter Building Airplane for Pilots with Disabilities Continued from Page 33 and this group build project is the first step in allowing pilots with disabilities to form a flying club. Other future goals for AV84all.org include a ground school, trial flights, flight training, simulator sessions, and more. The Executive Director of Able Flight, Charles Stites, EAA 340352, is optimistic about the opportunities this project will establish for people with disabilities in many different areas. “It’s wonderful to see this project come together, not as an Able Flight project, but as an initiative of someone who has been through our program,” Stites said. “And it’s especially gratifying that Zenith
Safe Landings
Continued from Page 40 “good.” Continuing down the lead-in line, I remained focused on the Marshaller with the snow falling. As we neared the jet bridge… I secured the number two engine and verbalized doing so... Shortly thereafter, we felt a slight thump, and the aircraft stopped. I did not notice any jet bridge movement, and the Marshaller was still signaling forward taxi. Something did not seem right. I set the parking brake and opened my sliding window... As soon as I saw the proximity of the jet bridge to the number one engine, I immediately shut down the engine. I then scanned the instru-
Aircraft, a company that also supports Able Flight, has generously chosen to work with EAA Chapter 1083 to help make this possible. I am hopeful that the success of this project will inspire similar efforts throughout the country.” Zenith Aircraft will provide an engineering review to help customize this Zenith CH 750 Cruzer to better fit the needs of the pilots with disabilities involved in this project. “One of the wonderful things about experimental amateur-built airplanes is they can be fully customized by the builder to make it one of a kind,” said Sebastien Heintz, owner of Zenith Aircraft. “The new EAA Maker Edition of SolidWorks is a tool that will
be used for the customization of the needed hand controls for this group build project. This computer-aided design software offers a huge advantage to the owner/builder/pilot when building their own aircraft, and especially for those who have a specific purpose in mind.” EAA Director of Chapters, Communities, and Homebuilt Community Manager, Charlie Becker, is enthusiastic about the program. “EAA’s mission is to grow participation in aviation and our chapter network delivers on our mission in so many ways and what Chapter 1083 is doing is just another great example,” he said. “Not only will the members of the chapter get to learn
ments for any signs of FOD ingestion. All indications were normal. The Marshaller never seemed to realize that we contacted the jet bridge.… There was about an eightby-three inch puncture in the top leading edge of the engine inlet... I realize now that the jet bridge was angled out of the Safety Zone normally but then [had been] extended… into the Safety Zone. In the tradition of CALLBACK’s first editor, Captain Rex Hardy, I will abandon the anonymous editorial “we” for a short note in this, my last hurrah as
CALLBACK editor. I have strived to carry on the high standards set first by Rex and then by my predecessor, Dr. Rowena Morrison. Now, after 10 years in the dual roles of editor and safety analyst, culminating 50 years in the challenging, sometimes wild, but always wonderful world of military, commercial, and private aviation, it is time for me to hang ‘em up. The very capable Captain Ned Kintzing has picked up the reins and will carry on the CALLBACK tradition of providing concise, timely, and valuable “lessons learned.” I
and build, but the finished aircraft will create a wonderful opportunity for pilots with disabilities.” For more information about this project, visit AV84all.org or call John Robinson at 704/302-3276.
have always said that CALLBACK is a “community effort,” and I would like to thank everyone on the ASRS staff for their insights and assistance in putting the newsletter together each month. I would like to thank you, the readers, for your kind words, for your constructive feedback, and most importantly, for sharing your safety reports with the aviation community. Thank you and farewell, Don Purdy
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GOLDEN WEST REGIONAL FLY-IN TO OFFER ACTIVITIES FOR THE WHOLE FAMILY In Flight USA Celebrating 31 Years
The Golden West Regional Fly-In is excited to announce that their event will be held this year on Oct. 15 from 9 a.m. to 3 p.m. at the Yuba County Airport. Parking is five dollars. The Fly-In is proud to offer the following activities. Returning for the fifth year is the EAA Chapter vs. Chapter Competition. The winning Chapter will be awarded a 1st Place Photo/Plaque, along with a check for $350. Added this year is a second prize of $100. This year’s contest will include three judging entrants per Chapter: two Homebuilts plus one Antique through Contemporary (1972 or earlier production) aircraft. The Flying
Golden West will host two FAA Safety Seminars during the event at 10 a.m. and 12 p.m. Unmanned Aerial Systems will be the focus of one of the
Power Flow Systems reports that it has now shipped 200 of its high performance tuned exhaust systems for installation on the Cessna 177RG airframe. Originally, the company had no plans to develop an STC’d version of their performance-enhancing system for the Cardinal aircraft. According to Mr. Darren Tilman, Power Flow’s General Manager: “It was only after repeated requests from the well-respected (and very persuasive) Cardinal Flyer’s Online Owner’s Group that we relented and ini-
Sun ‘n Fun and the Aerospace Center for Excellence (ACE) are hosting the campus’ fourth annual Classroom to the Sky, a unique aeronautic learning
September 2016
seminars. The second seminar will be presented on the Automatic Dependent Surveillance–Broadcast (ADS-B), a precise satellite-based surveillance system that uses GPS technology to determine an aircraft’s location, airspeed, and other data, and broadcasts that information to a network of ground stations. It is considered the future of air traffic control. As the event gets closer, more information on these seminars will be posted to www.faasafety.gov The Drone Zone activities will be increased this year with the addition of participation by MultiGP. This is an authenic drone-racing league for first per-
son view (FPV) radio controlled aircraft focused on pure competition and community. FPV is common in video games, allowing immersive play as a character. Drone photography uses the flight mobility of unmanned aerial vehicles to enable a first person view in spots that otherwise might not be accessible. The Drone Zone focuses on education through Science, Technology, Engineering, and Mathematics, by way of aviation activities. All of these activities and more are sure to make for an exciting day at the Golden West Regional Fly-In. For more information, visit www.goldenwest flyin.org.
tiated the development program.” Since the STC was approved, nearly 25 percent of the entire U.S. fleet of Cardinal RG’s have been upgraded to the new system. A significant number of 177RG aircraft being operated overseas in such exotic locations as South Africa, Belgium, and Uruguay are also benefitting from the performance improvements, which the system upgrade provides. Power Flow’s tuned exhaust systems have been proven to have a dramatic
impact on the efficiency of an engine, bringing it close to its full-rated horsepower and saving on fuel burn. In replacing the original exhaust pipes, the Power Flow system can increase rpm, rate of climb and improve engine cooling. For aircraft like the 177RG that are equipped with constant speed propellers, there is also an increase of five to seven knots in the aircraft’s cruise speed. For further information, visit PowerFlowSystems.com.
Cessna Cardinal RG Owners are taking full advantage of a new performance improvement.
experience for teachers on October 1, 2016 from 8 a.m.-12:30 p.m. More than 40 teachers from five surrounding counties have signed up to be a part of this
educational experience. Classroom to the Sky provides aerospace STEM lessons (science, technology, engineering, and mathematics) that the teachers can take back to their classrooms for their students. Instruction is provided by ACE/Sun ‘n Fun Educational Director, Richele Floyd. “Classroom to the Sky is a unique opportunity for teachers to utilize the museum as an extension to the classroom,” said Aerospace Center for
Excellence Executive Director Robb Williams. “We are proud to offer in service points as a benefit for teachers for the first time this year.” While on hand for the weekend, teachers can also experience and participate in actual flights provided by Sun ‘n Fun volunteers. For more information on Classroom to the Sky, please contact Richele Floyd at 863/644-2431 or email her at RFloyd@flysnf.org
Competition is for fixed wing aircraft only. Each Chapter may enter two aircraft of any year, make, or model. Each Competitor (and their passengers) will receive a breakfast voucher for the event pancake breakfast. More information on the contest rules can be found at www.goldenwestflyin.org .
Young Eagles Flights Throughout the Day
POWER FLOW SYSTEMS SHIPS 200TH TUNED EXHAUST SYSTEM FOR THE CESSNA CARDINAL RG
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September 2016
From Skies to Stars
E
ven with a modest amateur telescope, one can see unimaginable distances and travel through nearly endless time. Distance numbers that are simply difficult to picture in a visual manner sometimes challenges even the pros. Units of measurement, like miles, kilometers, lunar units, astronomical units, light years, parsecs, kilo parsecs and many more are used to describe the vastness of our universe with modest success. Spacecraft have now reached planets as close as Mars, and as far away as Pluto, but what is the real relative distance being traveled to visit our closest planetary neighbors? Most classroom models of our tiny solar system show the planets as being equally spaced as they circle the sun. The fact is, if made to scale, some classroom models would take up several city blocks. This writer was recently gifted a terrific book, The Total Skywatcher’s Manual, authored by Linda Shore and David Prosper, both representing the Astronomical Society of the Pacific. This is an absolutely “must have” book for any individual who wants to know more about all things astronomical, written in a fun and entertaining manner and filled with incredible illustrations. It is divided
CALIFORNIA CAPITAL AIRSHOW NEWS
The California Capital Airshow (CCA) will be roaring across the skies of our region Oct. 1 and 2 at Mather Airport. We are excited to host the U.S. Navy Flight Demonstration Squadron, the U.S. Army Golden Knights, and the Royal Canadian Air Force CF-18 Hornet as part of our exciting line up for the 11th annual CCA. This year we’ll be featuring military and civilian jet performances, world-class aerobatics, parachute demonstrations, pyrotechnics, vintage aircraft as well as great entertainment, music, food, and exhibits along the ramp… and of course, so much more. The Airshow website will be updated regularly with news, attraction information, and more. Fans can follow the Airshow on Facebook, Twitter (calcapairshow), and Instagram (@capitalairshow).
By Ed Downs
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HOW BIG
into multiple, short chapters of information, with “Chapter 110” teaching one how to construct a proportionally correct model of our solar system. This is a real revelation and great fun for both adults and kids. Follow along as The Total Skywatcher’s Manual gives you a perspective that is jaw dropping. First, buy some adding machine tape (have anyone under 20 years old Google, “adding machine” to learn what it is), and yes, you can buy adding machine tape at Walmart. Cut off a four-foot piece and follow along. Step one: Write (small print) “Sun” at one end of the tape and write “Pluto/Kuiper Belt” at the other end. You have now defined the extreme ends of our solar system. Step 2: Fold the tape in half and give it a good crease. Open the tape up again and write “Uranus” on the crease. Step 3: Re-fold the tape along the “Uranus” crease. Now, fold it in half again, with a good, sharp crease. Open the tape up and note that you have now divided the tape into quarters. On the new crease closest to Pluto/Kuiper Belt, write “Neptune.” On the new crease closest to the Sun, write “Saturn.” Step 4: Make sure the tape is now
IS
BIG?
open. All of the rest of the planets are now going to fit between Saturn and the Sun. Take the “Sun” end of the tape and fold it up to the “Saturn” crease, and make a new crease. Open the tape up and write “Jupiter” on the new crease. Step 5: Starting with the tape open, once again take the “Sun” end of the tape and fold it up to the new “Jupiter” that you just wrote on the tape, and make a crease. Open the tape up and write “Asteroid Belt” on the new crease. Step 6: Once again, starting with the tape open, fold the “Sun” end of the tape up to the “Asteroid Belt” crease that you just marked, and make yet another crease. Mark this new crease “Mars.” Step 7: Now, this one gets a bit complicated, so go slow. You will be making some creases that are surprisingly close together, kind of like origami. Starting with the tape open, fold the “Sun” up to “Mars,” and crease. Do not open the tape this time, leave it folded to Mars. Now, take the folded end that you are working with up to “Mars” again. Yes, these are very small “folds”, so be careful. Open the tape up, and you will now see three unlabeled creases between Mars and the Sun. Step 8: Label the crease closest to the sun “Mercury.” Label the crease sec-
ond from the Sun “Venus.” Finally, label the one remaining crease; you guessed it, “Earth.” So there you have it, a reasonably correct model of our solar system in the correct proportions. There are a couple of interesting takeaways from this exercise. Earth, Venus, and Mars reside in what is called our “Goldilocks Zone,” where, given fortuitous conditions, life, as we would understand it, could exist. Given our recent ability to see planets circling other stars, this is the region to which we are giving special attention as we discover thousands of confirmed planets and billons of yet-to-be-discovered planets. Most amazing is the realization of just how far the New Horizons spacecraft had to travel to take photos of Pluto. Moreover, remember, the Voyager spacecraft have sailed past the Kuiper belt, reaching interstellar space. Pretty cool stuff. Visit www.astrosociety.org for more information about the remarkable book, The Total Skywatcher’s Manual and the Astronomical Society of the Pacific. This is a terrific organization, dedicated to the education and enjoyment of astronomy. It is a great place to extend your earthbound flying into the universe.
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PLANES
44
OF
FAME AIR MUSEUM TO HONOR COLONEL BUD ANDERSON AT 10TH ANNUAL TASTE OF FLIGHT GALA In Flight USA Celebrating 30 Years
September 2016
Planes of Fame Air Museum, the Southern California aviation museum where aviation history takes flight, will be hosting their 10th annual Taste of Flight Gala on Saturday, Oct. 22, 2016. The event is sure to be a first-class evening, as they are honoring test pilot, Colonel C.E. “Bud” Anderson. Anderson will be given the Planes of Fame Achievement in Aviation Award. Anderson is a WWII Triple Ace
fighter pilot and an experienced test pilot. He maintains his flight-instruction rating and flies P51s. He frequently lectures about his flying experiences and has consulted on computer and video games with flight themes. He is also a writer with work published in various aviation periodicals. Anderson was recently featured in the History Channel “Dog Fight” series and the Military Channel “Showdown: Air Combat.” He has been
inducted into the National Aviation Hall of Fame and has a book, To Fly and Fight: Memoirs of a Triple Ace. The book is available in the Planes of Fame online gift shop at www.planesoffame.org. The gala on Oct. 22 will begin at 5 p.m. with a VIP reception. Fifteen caterers, vintners, and brewers will participate in the Taste of Flight event that will include a silent auction, and Colonel C.E. “Bud” Anderson will give a keynote
Aircraft Spruce West will host its annual Customer Appreciation Day on Saturday, Oct. 8 from 7 a.m. - 3 p.m. Aircraft Spruce West is located at 225 Airport Circle in Corona, close to the Corona Airport (KAJO). We will be having a guest appearance by Aerobatic Pilot, Anthony Oshinuga. Representatives from a number of leading aviation products (including a range of avionics items) will be on hand to demonstrate and discuss the benefits of their products. These representa-
tives will include Bose, Champion, Concorde Battery, Garmin, Gill, Lightspeed, Pilot USA, Scheyden, Sennheiser, Tempest, and more. During this one-day event, an assortment of popular aviation products will be specially priced to provide additional savings to those who visit the facility. Numerous promotions will be offered to the event attendees, including a free Tempest oil filter with the purchase of a case of oil. There will be an hourly raffle with a number of raffle prizes, including a Bose Soundlink
Mini, Tempest Polos, ICOM radios, Yaesu radios, and much more! EAA Chapter 1 will be selling the raffle tickets to benefit the Young Eagles Program. A free shuttle service from the Corona Airport to Aircraft Spruce will be available for all attendees flying into the airport for the event. As in the past, Aircraft Spruce will provide free hot dogs and beverages to the attendees. For detailed information, including promotions and activities/seminars scheduled for this day, please visit www.aircraftspruce.com Aircraft Spruce’s complete product
line is available at www.aircraftspruce.com. Request your complimentary copy of the company’s free 1,100-plus-page catalog (available in print, CD, or PDF formats).
Banyan Air Service based at Fort Lauderdale Executive Airport is looking forward to hosting its second 2020 NextGen Mandates event on Tuesday, Sept. 20 from 10 a.m. -4 p.m. “We are excited for this upcoming event,” explains Matthew Schepers Director of MRO Sales, “Our last event in February was very successful, and we feel this one will be even larger with a great list of speakers, including the FAA and AEA.” Event speakers representing Rockwell Collins, Garmin, and Universal will be focusing on the benefits of the mandated solutions for ADS-B and FANS 1A to owners and operators. “Everyone understands they need to install ADS-B and or FANS 1A by Dec. 31, 2019, but we want to focus on what benefits they will gain for their operation other than just being able to fly on Jan. 1, 2020.” explained Matthew. The show will include 25 vendor booths allowing owner/operators the ability to see what is available to them to improve the operation of their aircraft and enable them to talk with the vendors directly about their solutions for their aircraft.
The event will begin promptly at 10 a.m., and lunch will be served. For more information or to register, visit www.banyanair.com/2020 About Banyan Air Service: Banyan Air Service based at Fort Lauderdale Executive Airport is an aviation complex that offers award-winning FBO services, a unique aviation store, Jet Runway Café, aircraft sales, and a comprehensive maintenance and repair operation (MRO) that includes extensive airframe, avionics, and aftermarket part sales services. Banyan is well known for MRO services of turbine-powered aircraft, including Pilatus, King Air, Citation, Learjet, Hawker, Challenger and Falcon. In addition, Banyan is factory authorized as service centers for Beechcraft, Piaggio, Quest KODIAK, and HondaJet. Along with its FAA Repair Station Continued on Page 46
address about his test flight experiences. The Museum’s rare aircraft will be on display front and center! Individual tickets can be purchased online at www.planesoffame.org The event will be held at the Planes of Fame Museum, located at 7000 Merrill Ave., Ste. 17, Chino, CA 91710. For more information, visit www.planesoffame.org.
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September 2016
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The Pyl on Pl ace
GETTING READY
Marilyn Dash’s
t’s that time of year again – everyone is getting ready for another exciting Reno Air Race week. There is a lot of new happenings, some returning racers who were missed and other news to share. So let’s get started.
Sport Class
Jeff Lavell is back! And he’s fast! (Rob “Phred” Miller)
FOR THE
RACES 2016
Sterling, Andrew Findlay, and Lynn Farnsworth are all in the hunt for the crown. Gary Mead and Vince Walker may be there as well – and who knows what Kevin Eldredge in Relentless has up his sleeve. Two fan favorites should be back this year, Elliot Seguin is signed up to bring back Darryl Greenamyer’s old ride, #33 with the help of Andy Chiavetta. And Colleen Keller is slated to bring back Dennis Stutes old Super Legacy. This will be a very exciting group to watch. The other big news in the Sport Class is the inaugural Slalom or Match Race. The concept will be one-on- one competition between two Sport aircraft. Both aircraft will be on the course doing a side-byside slalom race. They will utilize the Formula/Biplane course. They practiced and trained for it during PRS, and it looked pretty fun! Currently they are looking for a bracket of eight pilots with single elimination. I’m pretty excited about seeing this and also interested in the crowd’s interest in events like this for the future.
Jets
And Race 33 should be there. (Tim Adams)
As we have said in the past, the Sport Class is the place to be. The Class is coming off an amazingly successful PRS week with 54 pilots and instructors, 48 planes flying a total of 500 sorties between the FAST Formation event and PRS. That was eight days of flying – and makes herding cats look easy. They originally had 49 entries and are expecting a group of 44. This will allow them Gold, Silver, Bronze, and Medallion Races. The guess is you’d have to be over 400 mph to win the gold. Over 300 to win the Silver and 270 would be a good time in Bronze, and the Medallion race will be faster than anything in the past as well. The Gold group will see John Parker attempting to repeat in his beautiful Thunder Mustang, Blue Thunder II. Jeff Lavelle is back with the world’s fastest Glasair, and we know he’s ready. Dave
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The Jet Class is also a growing group, and they seem to be working on a very competitive event this year. Rick Vandam in American Spirit will be taking on last year’s winner, Pete Zaccagnino, in his Vampire. Sean Cushing in Fast Company will also make it interesting. Zach McNeill is also bringing a Vampire. This all sounds good to me. The Jets will again offer close racing and a lot of fun!
Formula 1
This Class has been reinvigorated over the last few years. With years of pilot and aircraft decline – we were concerned about the future of the F1 Class – but not anymore! This year, they have a full field of 24 racers. To put it in perspective, the last time they had a full field of 24 was in 2002. The record was 29 in 1991. Three things have happened to bring life back to the Class. 1. Air Race 1 – while they did not have any contests this year, the excitement of a World Wide Air Race for Formula 1 sent several people scrambling to dig through the barn and get their airplanes flying again. 2. GripLockTies and Creighton King put together the Slab Wing Dash for Cash. $1,000 Cash Money (as Creighton
likes to say) will go to the fastest Slab Wing Cassutt (or other Slab Wing racer). He is putting up the money for Fastest Speed (determined by Qualifying time and Race Speed – there is a formula, of course). I think it’s a great idea – money talks, as we know! 3. And the final element is a sense of camaraderie this group has developed. Between Justin Phillipson and his West Coast operation and Phil Goforth and his Midland, Texas based Fly Boyz Race Camp and the IF1 Doctor, Steve Tumlin – there is just renewed interest and support for those just starting out in IF1 Air Racing. This Class will be very exciting to watch this year. And – all you need to do is wake up early enough to be there at the start. You shouldn’t miss it!
Biplanes
Biplanes are having an interesting time this year also. With Tom Aberle announcing that he and Phantom are taking the year off – there is an open spot at the top. I know several of the Gold Racers have been putting in the extra
effort to get the win. Jeff Rose is probably the favorite in his bright yellow Mong, Reno Rabbit. Of all the racers on the roster this year, he has the fastest time in the past. But – that doesn’t account for what others have done in the off-season. The Gold should be very exciting this year. And a new champion will be crowned!
T6
It seems the T6 Class has the same three guys at the top each year. Nick Macy in his gorgeous Six Cat, John Lohmar in his Radial Velocity, and Dennis Buehne in Midnight Miss III. Last year, had Chris Rushing coming out of the Silver to give Dennis a run for his money at the end, Dennis still would have won. This year, I have an idea things may be a bit different. See, Eric Woelbing is not bringing his Bare Essentials this year. Nope, he’s bringing Eddie Von Fossen’s Continued on Page 46
Old School Aviation Advanced Warbird Flight Training WWII Stearman and Texan AT-6
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46
In Flight USA Celebrating 30 Years
September 2016
The Pylon Place
Continued from Page 45 old Miss TNT. I have a feeling he will be in the mix for the Gold! T6 Racing is always close – and always fun to watch.
Unlimited
The Unlimited Class is having a difficult year. It seems Rare Bear decided to take a year off at the same time that Strega decided to take the year off. That brings a completely new view at the top of the leaderboard. Jay Consalvi was to fly Strega this year, but he will be flying Czech Mate instead. So, I have a feeling most of the
Czech Mate will be taking Strega’s place this year. (Rob “Phred” Miller)
The City of Kissimmee held a ribbon-cutting ceremony late last month for the grand opening of the new Kissimmee Gateway Airport Administration Building. After the ribbon-cutting and flag-raising ceremony, the City rededicated the new building to former City of Kissimmee Vice Mayor, Jimmy Dyer,
whom the original terminal building and Dyer Boulevard were named for in 1977. Dyer was an advocate for the expansion and enhancement of all things aviation related at the Kissimmee Gateway Airport. “As the City of Kissimmee continues to grow and see great progress, it’s
CITY
OF
Strega fans will be pulling for the little Yak this year. Voodoo with Stevo Hinton will be there trying to win back the title. They have been making subtle changes and testing during the off-season. I know they will be ready to go. And there is always everyone’s favorite Sunday Ride – Dreadnaught. Dread has won before and if anyone else has a hiccup, this could be the Sanders’ year. They are always poised and ready to rock and roll. The rest of the roster is light – yes, we know. But we need to support the races during the lean years, so there will
KISSIMMEE CELEBRATES GRAND OPENING ADMINISTRATION BUILDING
be better years. Just be there! Wear your favorite team’s colors and let them know you are still cheering them on!
The Show
The Blue Angels will be there! They put on a heck of a display, and I cannot wait to see them back at Reno. We’ll see you there – Sept. 14-18! But, if you’re a Real Fan – you’ll be there by the 11th to watch all the Qualifying Action! Fly Low, Fly Fast and Turn Left! See in at Stead.
OF
AIRPORT
Let Your Dreams Soar! important for us to reflect where we came from and pay respect to our history here,” said Mayor Jim Swan. The new facility was constructed entirely with funds earned from airport operations and a grant from the Florida Department of Transportation District 5 Airports & Seaports Office – no tax dollars were used. The new building consolidates airport operations, administration, and finance sections under one roof, which enhances productivity, saves energy, and will serve as a local Emergency Operations Center for small- to mediumscale situations. The new building incorporates many energy-saving features, including three skylights, which provide sufficient natural light to minimize the need for
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Continued from Page 44 and EASA Repair Station Certificates, Banyan Air Service also holds certificates in several Island nations and Latin American countries, including Argentina, Brazil, Cayman Islands, Chile, Columbia, and Venezuela.
Banyan’s avionics department offers avionics installations, repair modifications, and is an authorized dealer for all major avionics manufacturers. The avionics department specializes in ADS-B, FANS, and STCs. Visit banyanair.com for more information.
VISIT AIRCRAFT SPRUCE FOR YOUR COPY OF PRIVATE WINGS
September 2016
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Aircraft Spruce has now added Private Wings by Paul Wallem. Relive four decades of life in the air with meticulously kept logbooks and 94 stories. Each of his eight airplanes carried him through the magical world of aviation from 1973-2012. Enjoy 23 full-color photographs along with many more timeless photos, illustrations, and more. Private Wings is sure to take you on a journey in an era not to be forgotten. For more information, please contact Aircraft Spruce at 1-877/477-7823 or 951/372-9555, and reference 13-19066. Aircraft Spruce’s complete product line is available at www.aircraftspruce.com.
Request your complimentary copy of the company’s free 1,000-plus page catalog (available in print, CD, or PDF formats).
LANCASTER MUSEUM DISPLAYS NASA ARMSTRONG ARTWORK “PROBING THE SKY”
The Museum of Art and History in Lancaster, Calif., will exhibit art from the collection of NASA’s Armstrong Flight Research Center through Oct. 30. Part of the museum’s “Made in America” exhibition, “NASA Flight Research: Probing the Sky” commemorates Armstrong’s 70th anniversary with more than 50 pieces of visual art chronicling the story of NASA’s pioneering flight research and groundbreaking space technology development. The first-ever public display of Robert Schaar’s entire “Walk of Honor” series of NACA and NASA test pilot portraits forms the exhibit’s centerpiece. The 17-painting series depicts test pilots featured in Lancaster’s Aerospace Walk of Honor, which is located alongside The Museum of Art and History. Famed flight research pilots such as Neil Armstrong, Scott Crossfield, John Manke, and Donald Mallick are included in the collection. “Probing the Sky” also will include late aerospace artist, Robert T. McCall’s The Apollo Story stone lithograph series and works by other prominent aerospace artists. Cam Martin, director of Armstrong’s fine arts program, said the exhibit would inspire a wide variety of
47
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audiences by showing NASA’s accomplishments through the eyes of artists. “The reason to be excited about NASA’s fine arts effort is that it communicates powerfully across generations, across cultures, and across languages,” Martin said. “Everyone who sees it comes away with something.” Martin will present a narrated tour of the exhibit’s NASA art Sept. 18 at 2 p.m. To learn more about the Museum of Art and History, visit: www.lancaster moah.org
Check In Flight USA’s online calendar for upcoming aviation events...
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1942 Grumman Bearcat F8F-2
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In Flight USA Celebrating 30 Years
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The same location for 50 years. American Aircraft Sales, Hayward Airport, CA, www.americanaircraft.net, (510) 783-2711. 3/13
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Kitfox Aircraft. Building kits for 30 years. Homedale Municipal Airport, ID, www.kitfoxaircraft.com, (208) 3375111. 8/14
SAILPLANES/SOARING Fast-track soaring training. Arizona Soaring, Estrella Sailport, Maricopa, AZ, (520) 568-2318. 11/07
FLIGHT INSTRUCTION Instructors Needed Busy Cirrus Platinum Training Center, newly Certified 141 school, looking for experienced instructors. Mach 1 Aviation located at Signature West Flight Support Building, Van Nuys Airport, CA. Contact Mike Bremner, mikeb@flymach1.com or (818) 787-8500. 16800:9
Old School Aviation. Advanced Warbird training. Contact Dan Vance (707) 972-1293 at Sonoma Jet Center, Santa Rosa, CA. 8/14 Aerobatics instruction and air shows. Anna Serbinenko's Sky Dancer, (604) 946-7744, www.cfc.aero. 7/15
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AIRCRAFT PARTS Aircraft Tool Supply. Ring jobs just got easier. www.aircraft-tool.com. 8/14
Aircraft Parts for General Aviation. Special orders welcome. Aerozona Parts, Phoenix, AZ, (623) 581-6190.1/16
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ENGINES Quality, Service & Price, keeping the cost of aircraft engine maintenance down. Aircraft Specialties Services, Tulsa OK, (918) 836-6872. 10/06 Corona Aircraft Engines. Complete engine overhauls on all Continental & Lycoming engines. ECI Titans in stock. Corona Airport, CA, (951) 736-6452, www.coronaengines.com. 8/14 Aircraft Engine Parts & Service. Gibson-Aviation, El Reno, OK, (800) 9924880, gibsonaviation@msn.com. 11/14
FUEL Fuel Cells. Repair, overhaul or new. New tanks with 10-year warranty. Hartwig Aircraft Fuel Cell Repair, www. hartwigfuelcell.com. 2/09
The original "Self-Fly Safari." Selfpiloted bush flying in Southern Africa, planned by Hanks Aero Adventures. info@selfflysafari.com, (518) 234-2841, www.SelfFlySafari.com. 7/15
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Victory Girl Personalized Aviation Nose Art. Quality, service, lasting value. Personalized, hand-crafted art and decals. Contact www.VictoryGirl.com, (909) 297-6688. 11/13
“Doing it right the first time” Home of Peninsula avionics, sales & service. Jorgenson-Lawrence Aircraft Sales & Management, Palo Alto, CA, Airport. Larry Shapiro, (650) 424-1801. 6107:TFN
Aircraft Sales & Corporate Aircraft Management NAAA-certified appraisals, FDIC & RTC approved. Sterling Air, Carson City, NV, (800) 770-5908, (775) 885-6800, www. sterling-air.com. 11601:TFN
AIRCRAFT INSURANCE Specializing in personal, business and charter aircraft. Best price, coverage & customer service. Zanette Aircraft Insurance Center, (650) 593-3030, (888) 723-3358. 10/06
#1 Largest Network of Aircraft Brokers in the United States Become an Aircraft Broker — Available in Your Area Start today with USA’s proved system for listing and selling everything from high-performance single-engine airplanes, cabin class through jets, and helicopters & jet fractional shares. Includes multi-million-dollar inventory from which to start selling.
Aircraft Spruce & Supply. Free 700page catalog, Corona, CA & Peachtree City, GA, www.aircraftspruce.com. 10/06
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AIRCRAFT FINANCING Get Top Retail for Your Aircraft Aircraft sales, jet sales, management, financing. USA Aircraft Brokers, (877) 417-3069. 51218:TFN
HANGARS/TIEDOWNS Aviation Building Systems, custom designed hangars for 44 years. R&M Steel Co., Caldwell, ID, (208) 454-1800, (866) 454-1800, www.aviationbuildingsystem.com. 51217:TFN
New one-piece doors. Hydraulic or bifold. Schweissdoors.com, (800) 7468273. 1/15
FBOs Serving the General Aviation Community since 1981. Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviation.com.3/13
Corona Air Ventures. Low fuel prices, amenities, tie-downs & hangars. Corona Municipal Airport, (951) 737-1300, www.CoronaAirVentures.com. 8/14
AVIATION TRAVEL
General Aviation Services FAA Charts Available in NoCal Shell Aviation Products Chico, CA, (530) 893-6727 Diamond Service Center, maintenance, rentals, flight school, tiedowns, and hangars. 7707:TFN
BUSINESS OPPORTUNITIES
The Airport Shoppe, Reid-Hillview Airport, San Jose, CA, orders (800) 6344744, www.airportshozppe.com. 10/06
DuraCharts — Best print quality, resistant to tearing and liquids. Produced by pilots for pilots. www.DURACHARTS. com. 8/14
Northgate Aviation Chico Jet Center®
Aircraft Insurance WARNING! Don’t even think of calling another agent until you’ve called us first! Access the entire market with just one call. Best rates. Broadest coverage. All markets. Aviation Insurance Resources, (877) 247-7767, www.AIR-PROS.com. 1716:TFN
Specializing in oil coolers, fuel heaters, valves and more. Buy, sell, repair, overhaul, exchange. Pacific Oil Cooler Service, La Verne, CA, (800) 866-7335, www.oilcoolers.com. 1/16
your single source for quality educational aviation products— always at a good price fax 1.800.543.8633 phone 1.800.SPORTYS Clermont County/Sporty’s Airport Batavia, OH 45103 2522:TFN
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Call today (504) 723-5566. Visit Business Opportunity Section at www.usaaircraft.com. 4208:TFN
FLYING CLUBS Charter Members Wanted for New Flying Club Bring back the thrill of flying in a Cherokee 180 or a Cessna 182 Whether you’re an aircraft owner, a seasoned pilot, a flight instructor, a student, or just want an affordable way to get back into the sky, become a charter member of our new Inland Empire Flying Club — an organization that makes flying fun again with affordable access to good, solid, wellequipped, clean aircraft. Membership includes maintenance, insurance, servicing or other costs involved in individual ownership. Contact Richard: (562) 208-5280 or ryardusa.com INLAND EMPIRE FLYING CLUB Corona, Chino and Riverside, CA 151100:TFN
West Valley Flying Club, San Francisco Bay Area. Palo Alto (650) 856-2030, San Carlos (650) 595-5912, www.wvfc. org. 4/16
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230 VIDEOS/PHOTOGRAPHY Specializing in aviation photography. www.horizontalrain.com. 1/15
PUBLICATIONS Avionics Checklists & Quick Reference gudes. Available in book, card & new iPad editions. www.Qref.com or from your favorite supply shop. 8/14
The World Beneath Their Wings, A New Millennium of Female Aviators" by Julie Jervis. Dealer inquiries invited. To reserve your copy, call (650) 358-9908. 51108:TFN
Things My Flight Instructor Never Told Me & other lessons for aviators of all levels. (561) 752-3261, www.tmfintm. com. 11/07
HELP WANTED IN FLIGHT USA, the leading source of general aviation news, seeks writers and photographers to cover all aspects of aviation. Send an SASE for writer’s guidelines to: In Flight USA, P.O. Box 5402, San Mateo, CA 94402. TFN
MUSEUMS Military Aviation Museum Virginia Beach, VA (757) 721-7767 www.militaryaviationmuseum.org Flying Heritage Collection Paine Field, Everett, WA (877) FHC-3404 www.flyingheritage.com WACO Airfield & Museum Troy, OH, (937) 335-9226 www.wacoairmuseum.org
CLUBS/ORGANIZATIONS List your non-profit club or organization FREE on a space available basis. Send information to: 3rdavenue@embarqmail.com. Air Care Alliance Lindrith, NM, www.aircarealliance.com EAA Young Eagles Offers free flights for aspiring pilots ages 8 to 17. www.youngeagles.org. Women in Aviation International (937) 839-4647, www.wai.org
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THE HOLY TOLEDO AIR SHOW
Above Left: An F-16C from the 180th Fighter Wing banks hard in front of the large crowd at the 2016 Toledo Air Show. The 180th FW Is based at Toledo’s Express Airport. Above Right:A B-52H “Stratofortress” was on static display at the Toledo Air Show. The B-52H is from the 23rd Bomb Squadron based at Minot AFB, N. Dak. (Photos by Mike Heilman)
Clockwise from top left: The U.S. Air Force Thunderbird’s six F-16C setting on the ramp in the early morning at the 2016 Toledo Air Show. The last Toledo airshow was held in 2004. (Mike Heilman) The U.S. Force Thunderbird’s famous diamond formation makes a pass before the large Sunday crowd at the 2016 Toledo, Ohio airshow. It had been 12 years since Toledo had an airshow. (Mike Heilman) The 180th Ohio Air National Guard Wing opened each day of the Toledo Air Show with a four-ship formation fly-by. (Mike Heilman)
H
By Mike Heilman
oly Toledo! We have an airshow. It had been 12 years since the city of Toledo, Ohio has had an airshow, but the show roared back in a big way with the U.S. Air Force Thunderbirds. The 180th Fighter Wing (FW) and the Toledo Lucas County Port Authority cosponsored the two-day event at the Toledo Express Airport. The 180th FW shares the airport with the city of Toledo. Headlining the 2016 show were the Thunderbirds in their six F-16C “Fighting Falcons.” The team’s dynamic flight demonstration closed out the show on both days. On Saturday, the U.S. Air Force B-2 bomber made three passes at the show. The U.S. Navy’s F/A-18F “Super Hornet” Demonstration Team showed the aircraft’s capabilities at the 2016 show. The “Super Hornet” demonstration team is from VFA-122 “Flying
An F-16C from the 180th Fighter Wing taxis back with the nose wheel up after performing at the 2016 Toledo Air Show. (Mike Heilman) Eagles” based at NAS Lemoore, Calif. The Toledo Express Airport is home to the co-host of the airshow, the 180th Fighter Wing of the Ohio Air National Guard. In 1992, the 180th FW received their first F-16 “Fighting Falcon” aircraft. The home based unit showed the tactical capabilities of the F-16 with mock attack demonstration that included bombing and strafing runs by four of the unit’s aircraft. The simulated attack also included ground pyrotechnics. Headlining the civilian portion of the show was five-time U.S. National Aerobatic Champion, Rob Holland, performing in his MXS-RH aircraft. The single-seat aerobatic is a one-of-kind 380 horsepower American-made aircraft. Holland has been performing at airshows for 15 years and is the 2012 Art Scholl Award for Showmanship Winner, which is the highest airshow award. Mike Wiskus flew a high-performance demonstration in his Lucas Oil Pitts
plane. Wiskus has been flying at airshows for 26 years. Jacquie Warda performed her Extra 300 monoplane at the Toledo show. Warda launched her aerobatic career at the age of 50. Kyle Franklin performed his “Flying Circus” act in his Demon-1 biplane. Dayton, Ohio native John Black flew an aerobatic routine in his Super Decathlon aircraft. A North American Aviation P-51 “Mustang” and an F4U “Corsair” flew solo demonstrations and then joined together for a tribute flight to the men and women who serve in the United States Military. The U.S. Army Golden Knight Parachute Demonstration Team performed several jumps at the two-day event. The Flash Fire Jet Truck made a high-speed appearance at the airshow. The Jet Truck is capable of reaching speeds of 375 mph. The Toledo show had a vast array of static aircraft on display, which included
two of the newest Air Force Fighter aircraft, The F-22 “Raptor” and the F-35 “Lightening II.” The U.S. Air Force also had an F-15E “Strike Eagle,” A-10 “Warthog,” F-16C “Fighting Flacon,” B52H “Stratofortress,” C-17 “Globemaster II,” T-38 “Talon,” and a KC-135 “Stratotanker” on static display. The two-day airshow drew an estimated crowd of 50,000 spectators despite overcast skies on both days of the event. The show had a few rusty spots like being short of volunteers and having to make requests for help after Saturday’s show for Sunday through local media outlets. With an absence of 12 years of putting on such an event, issues like that are to be expected. The show organizers are planning an every-other-year event and that is great news for the large crowds that showed up for the 2016 event, another 12 years is too long to wait for another great Toledo Air Show.
50
In Flight USA Celebrating 30 Years
September 2016
AD INDEX Aerial Avionics....................36
Assoc. Sales Tax Consultants 35
HME Watches ....................30
Aircraft Specialties Services19
Aviation Ins. Resources ......22
Jorgenson Lawrence ..........50
Schweiss Bi-Fold Doors ....44
Aircraft Tool Supply ............9
Aviation Seminars ..............24
Kitfox ..................................11
Stallions 51..........................27
Aerozona Parts ....................44
Aircraft Spruce....................15
Attitude Aviation ................51
Horizontal Rain ..................33
Aviation Oxygen ..................9
JT Evans ................................4
Airplanes USA Aircraft Sales6
Bert Botta (Fast Lane to Faith) 24
Liberty Bank........................46
Alliance Int’l. Aviation (AIA)6
Corona Aircraft Engines ....37
AOPA ....................................7
Dr. Susan Biegel, MD ........14
Pacific Coast Avionics ........10
Arizona Type Ratings ........16
Golden West ........................31
Planes of Fame Living History26
Airtronics ..............................2
American Aircraft Sales ....47
Arizona Soaring ..................41
Art Nalls ..............................39
Corona Air Venture ............34
Divorce for Men..................26
Gibson..................................22
Hartwig ..................................3
Mountain High Oxygen........3
Nickson & Associates ..........9
Old School Aviation............45
Pacific Oil Cooler ..............16
QREF Media ......................18
R&M Steel ..........................14
Scheyden Precision Eyewear 52
Sky Dancer ..........................42
Sterling Air ..........................13 Tiffin Aire ............................43 TJ Aircraft Sales..................23 TravelAir Tours ..................27 US Sport Aviation Expo ....21
USA Aircraft Brokers ........33 Wisconsin Aviation ............20
Zanette Aircraft Insurance ....5
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Aircraft Rentals • Lessons • Hangarage • Maintenance • Leaseback Opportunities • Flat-Rate Management
Our Aircraft (Price includes fuel) CESSNA 152II (N152GB) ..................................................$94 PIPER CHEROKEE PA-28-140 (N2468T, Dual Nav Comm DME) ......................................$119 CITABRIA 7ECA AURORA (N383AC, Aerobatic, 115 HP) ..........................................$129 PIPER WARRIOR PA-28-151 (N44709, Garmin 430, Stec two axis autopilot) ................$129 CITABRIA 7GCBC BELLANCA (N1061E, 1977, Metal Spar, Aerobatic, 150HP) ..............$137 CESSNA 172M SKYHAWK (N61699, 160 HP, Garmin 650 IFR) ..................................$139 CESSNA 172N SKYHAWK (N49RZ, Garmin 650 IFR) ................................................$139 CESSNA 172P SKYHAWK (N90558, 160HP, Garmin 530 GPS, IFR)..........................$139 CESSNA 172SP SKYHAWK (N324SP, 180HP, King IFR, Autopilot, Leather) ................$145 CESSNA 172P SKYHAWK (N13CB, 160HP, Aspen Glass, Garmin 750, Autopilot) ....$150 PIPER ARROW PA-28R-200 (N169JP, 200HP, Garmin 430 IFR)....................................$150
CESSNA 172RG CUTLASS (N788KB, 180HP, C.S. Prop, Garmin 430) ........................$155 SUPER DECATHLON 8KCAB (N78GC, 2001, 180HP) ....................................................$170 CESSNA 182Q SKYLANE (N7578S, Garmin 796, Autopilot) ......................................$185 BONANZA F33A (N1566P, GPS, King Avionics, Autopilot) ..........................$240 PIPER SARATOGA PA-32-301 (N8290X, Garmin 530 W, 2 Axis Coupled Autopilot) ........$255 BEECHCRAFT T-34 MENTOR (N88PF)..........................$260 PIPER SENECA PA-34-200 (N4399E, Garmin 650, Multiengine Trainer)......................$300 PITTS S-2C (N15TA)........................................................$329 PIPER TURBO AZTEC PA-23T-250 (N200DF, GPS, Stec 60-2. 6 Place, 02) ............................$380 NORTH AMERICAN T-6 TEXAN (N555Q, Your chance to fly a real WARBIRD) ..................$598 NAVAJO CHIEFTAN PA-31-350 (N151ST, 1979, New paint/interior, engines, props, glass panel) ......................................................................$800
Nobody offers this kind of selection of aircraft rentals anywhere CALL TO BOOK OR COME ON BY TODAY
UNDER NEW MANAGEMENT 299 W. Jack London Blvd., South Hangars, Livermore
925-456-2276 WWW.ATTITUDEAVIATION.COM INFO@ATTITUDEAVIATION.COM
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October 20-22, 2016 Palm Springs Airport, CA
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