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COVER STORY

HISTORY

OF

GLACIER GIRL:

PART 1 Reprinted by permission of the Arkansas Educational Television Network Editor’s Note: In Flight USA will run the story of Glacier Girl in three parts. This first part is the history of Glacier Girl. In the June issue of In Flight USA, Part 2 will cover The Recovery of Glacier Girl, and finally in the July issue we will cover the Restoration of Glacier Girl. This story leads us to AirVenture, July 25-31, where Glacier Girl will be on display. s “Europe first” was the policy declared by then President Franklin D. Roosevelt, Operation Bolero began its phase in history as a massive buildup and movement of Allied aircraft into the European theatre. It was Tuesday, July 7, 1942, just seven months since the attack on Pearl Harbor that had thrust the U.S. into the war.

The most daring aspect of Operation Bolero was the actual flight overseas in stages, refueling in Labrador, Greenland

A

and Iceland. Only the second of many flights to come during this operation, none of the pilots of what has now become known as “The Lost Squadron” knew their flight to England would end on the ice cap in Greenland.

By early morning on July 15, 1942, Tomcat Green and Tomcat Yellow, both squads consisting of Lockheed P-38s escorting a Boeing B-17, were airborne again, on their way to Iceland. This leg of the trip would take the squadron southeast over the ice cap and the mountains of the east coast of Greenland, then across the Denmark Strait to Reykjavik, Iceland.

As the squadron soared across the ice cap at twelve thousand feet, a heavy blanket of clouds began to form. They rose above it where the temperature dropped to minus ten degrees Fahrenheit.

Ninety minutes from Iceland, the planes hit a mass of cumulus clouds, forcing them to climb another two thousand feet.

The pilots resorted to various means of Continued on Page 12

Owned by Rod Lewis this flight of the P-38 Glacier Girl flown by Steve Hinton, and the two F7F Tigercats flown by Stewart Dawson and Rod Lewis, were photographed from the ramp of an Alaska ANG C-130 over Pyramid Lake, Nevada during the Reno National Championship Air Races last September.

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TABLE Volume 27, Number 9

OF

CONTENTS

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

May 2011

ON THE COVER COVER STORY

PHOTO FINISH

Air Force One

Glacier Girl Three Part Series Historical Perspective Starts on Page 4

By Sagar Pathak Starts on Page 18 Photo Finish Page 65 Photo By Jim Dunn

NEWS Sun ‘n Fun Weathers Storm Nicely ................................8 Flight Instructors Model Code of Conduct ..................35 Rutan’s Catbird Prepares for Oshkosh Flight..............38 EAA Internships Announced ........................................40 AOPA’s Fuller Offers Santa Monica Support ..............40

FEATURES

COLUMNS

The First Transoceanic Flights

By Alan Smith ................................................................6 The Secret Lives of Gliders, Part III

By Quest Richlife ..........................................................14 Dark Horse: Rick Masters Comics

By S. Mark Rhodes ........................................................20

Contrails Aviation Ancestry Tips From the Pros What’s Up?!

Safe Landings Close Calls Homebuilders Workshop Goodies and Gadgets Light Sport Flying The Pylon Place

AERO Friedrichshafen Global Home Base of GA ......56

America’s First African American Female Combat Pilot

By Vernice “FlyGirl” Armour ............................................33 Profile: Sandra Clifford Seeks Space Ride

By Herb Foreman ........................................................42 Flight Instruction: Spiff Up Your Skills

By Ed Downs ..............................................................47

Green News

DESTINATION

AOPA Slams L.A.’s Attack on Santa Monica ................43 ICAS Survey Indicates Air Show Prices Increase ......48 Sun ‘n Fun 2011 Award Winners ..................................54

Airbus “EGenius” Makes Its Public Debut ..............59

Flying With Faber: Grand Del Mar

By Stuart J. Faber ..........................................................50

LEAP Electric Prizes Awarded at AERO ..................59

by Steve Weaver ......................13

by Scott Schwartz ....................17

by Vesna Ajic, Arizona Type Ratings ..23

by Larry Shapiro ......................26

..............................................27

by Anthony Nalli ......................28

by Ed Wischmeyer ....................31

..............................................36

by Ed Downs ..........................41

by Marilyn Dash ......................45

DEPARTMENTS Calendar of Events ........................................................9 Classifieds ....................................................................62 Index of Advertisers ....................................................66

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May 2011

THE FIRST TRANSOCEANIC FLIGHTS

By Alan Smith veryone knows about Charles Lindbergh and his 1927 flight from Long Island New York to Paris, but there were others that took on the Atlantic challenge and he was not the first to cross the Atlantic. The London Daily Mail had put up a $50,000 prize for the first non-stop crossing by air, and a number of pilots had their eye on that.

The first actual Atlantic crossing had been made by a U.S. Navy NC-4 Curtiss flying boat in early 1919, but it was far from non-stop and took weeks with engine and navigation problems. In June of 1919, two British teams were at St John’s, Newfoundland with converted biplane bombers. They had shipped the planes over to Newfoundland to attempt West to East crossings with prevailing winds as a tailwind.

Harry G. Hawker and McKenzie Grieve planned to try with a HandleyPage bomber powered by four Rolls Royce engines, while John Alcock and navigator Arthur W. Brown were preparing a Vickers Vimy twin-engined bomber that had been built too late to be used in

E

WW I. Both crews, of course, were thirsting for the Daily Mail prize, and both were making preparations at Lester’s Field near St John’s.

One problem at Lester’s Field was the quality of water there. It was heavy in mineral content and contained lots of sediment. The Handley-Page crew thought they had a radiator problem in cooling the Rolls Royce engines, but Alcock realized it was the water. He had the water both filtered and distilled to clear it. It was the failure to take similar action that brought the big Handley-Page down in the Atlantic with clogged radiators and badly overheated engines.

Fortunately, Hawker and Grieve were able to find a ship and ditch near it. They were rescued by boat, but the “Berlin Bomber” was lost as the ship had no equipment with which to lift it aboard.

Not that Alcock and Brown had an easy time of it. Far from it. They took off from Lester’s field on June 14 with a full load of fuel (the bomb bay had been fitted with fuel tanks) for a non-stop flight to Ireland and before long found themselves in cloud and icing conditions.

Alcock had to climb out between the

wings six times to hang on to a strut with one hand and use the other to clear ice from the engines’ air intakes. On other occasions, he flew extremely low over heavy seas in the north Atlantic, hoping to find warmer air to melt ice that also formed on the wings. After 16.5 hours in the air, they found themselves over Ireland and spotted what looked like a smooth, grassy field near Clifden that would make a good place to land.

Unfortunately the field turned out to be a bog. They had removed the nose wheel from the landing gear to save weight, and when the Vickers Vimy touched down and the main gear dug into the muddy bog, the airplane nosed over and planted the nose in the mud too. A very unceremonious arrival after successfully making the first non-stop flight across the Atlantic! Locals saw them come in and gathered around and asked them where they had come from. When they reported that they had just flown the Atlantic, everyone burst into laughter. Their welcoming group thought Alcock and Brown were joking.

Both men were celebrated throughout England. They were knighted by

King George V, received the Northcliffe prized from then secretary of war Winston Churchill, and got to tell their tale at numerous dinner parties. Sadly, Alcock lost his life in a crash in December 1919. Navigator Brown never flew again, perhaps thinking he had exhausted his lifetime supply of good luck, and lived until the late 1940s.

Interestingly, in May 1919, a hotelier in New York offered a $25,000 prize for the first flight from Paris to New York or the reverse. His name was Raymond Orteig. He was French, and had looked on with a little envy at all the transatlantic aviation activity centered in both England and the United States. He was hoping that he could encourage a French aviator to accomplish the trip he proposed. It was this prize that was won by another American, Charles Lindbergh, when he made his famous 33-hour flight in 1927 from New York to Paris in a single-seat monoplane designed in San Diego by Claude Ryan. It was named The Spirit of St. Louis in honor of Lindbergh’s sponsors.

The oceans of the world continued Continued on Page 10

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RALLY GA COMES

By Craig L. Fuller AOPA President and CEO recently returned to AOPA headquarters after an exceptionally eventful week at Sun ‘n Fun. If you were lucky enough to be at this wonderful start-of-flying-season gathering, or even if you were just keeping in touch with GA news, you probably heard about the tornado that touched down nearby.

The fierce wind and rain sent visitors

I

SUN N’ FUN During the 2011 Sun ‘n Fun International Fly-In and Expo, most of the discussion taking place on the event grounds centered around the tornado that inflicted heavy damage to more than 60 aircraft and to the Sun ‘n Fun site. But with each passing day since the Sun ‘n Fun event concluded its six-day run on April 3, most of the post-event talk has been of Sun ‘n Fun’s remarkable recovery from the severe weather and the strong finish it displayed over the event’s final three days.

“We are deeply saddened by the tragic loss of – or damage to – a significant number of exhibitor and individually owned aircraft, but we are also eternally grateful that it was not accompanied by the loss of life,” said Sun ‘n Fun Board Chairman Bill Eickhoff. “And we are so very proud of the way our entire organization – volunteers and staff – as well as our exhibitors, emergency response personnel, on-site services, partners and friends responded to this huge challenge.

In a short period of time, they came together to rebuild our Fly-In site so that it could be re-opened to participants and guests. We extend our sincere thanks to everyone involved who helped make this remarkable turnaround possible.”

Eickhoff said preliminary numbers will approach last year’s (2010) totals, which were up nearly 10 percent from 2009.

“Right now it looks like we’ll be within one or two percent of our 2010 numbers,” he explained. “While our numbers were down the first half of the week due to weather systems around Lakeland and throughout the southeastern United States, each of our final three days was very strong and Saturday’s crowd was likely the largest single day in

running for cover, overturned aircraft, and collapsed tents. The property damage was heartbreaking. Thankfully there were no serious injuries.

What followed could have been disastrous. Instead, it was inspirational.

Pilots reached out to help strangers, taking in campers who had lost everything, donating supplies, and pitching in wherever they could. The staff of Sun ‘n Fun and hundreds of volunteers literally worked through the night to clean up,

TO

LIFE

rebuild damaged exhibits, and get the grounds ready for visitors to return.

The camaraderie was impressive, and within 24 hours, a sense of normalcy returned. The efforts of these hard working men and women were rewarded with sunshine and big crowds for the final three days of the show.

All year, we’ve been talking about the importance of bringing the general aviation community together to achieve big things, about how we can all do our

2011 W S EATHERS

our event’s history.”

Eickhoff attributed the strong finish to a stellar line up of programs and performers as well as a strong show of support from the aviation community and Lakeland-area residents. “(Sun ‘n Fun President and Convention Chairman) John (Burton) and his team coordinated a terrific schedule of events and activities that culminated with the weekend performances of the Navy’s Blue Angels jet demonstration team and the Air Force’s F-22 Raptor,” he continued. “Our aviation friends poured in once the weather settled down and area residents turned out in large numbers for a great weekend of terrific activities and air shows.”

Burton concurred, citing an impressive list of highlights that were scheduled throughout the six-day event. They included: Ribbon cutting and dedication ceremony for the new Central Florida Aerospace Academy (CFAA) facility, a new $7.5 million high school/career academy on the Sun ‘n Fun site that will house up to 500 students and which was made possible through the generosity of James Ray and the Aviation Education Foundation.

Celebration of the 100th Anniversary of Naval Aviation, including the appearance of the U.S. Navy “Blue Angels” military jet demonstration team; an evening program hosted by NASA Space Shuttle Commander and Naval Aviator Robert “Hoot” Gibson and a distinguished panel of other naval aviators; and two Navyrelated exhibits on display within the Florida Air Museum at Sun ‘n Fun. • A 20-Year “Operation Desert Storm” retrospective hosted by USAF Brig. Gen. (Dr.) Kory Cornum and US

May 2011

TORM,

part to Rally GA! Well the spirit that makes general aviation so strong was truly in evidence at Sun ‘n Fun. Working together, pilots and aviation enthusiasts turned an unfortunate set of circumstances into a triumph.

Let’s take that sense of community, that willingness to pitch in and work together, and put it into action to support GA. Visit www.aopa.org/rallyga for ideas about how you can get involved and Rally GA!

ENDS STRONG

Army Brig. Gen. (Dr.) Rhonda Cornum (who was incarcerated as a POW after her helicopter was shot down by Iraqis during a search and rescue mission).

• A series of forums on “Test Piloting” hosted by former NASA Chief Test Pilot (and SR-71 pilot) Ed Schneider.

• A 10-Year Commemoration of the events that took place on Sept. 11, 2001.

• The F-22 “Raptor” demonstration team.

• Participation by FAA Administrator Randy Babbitt and members of his Senior Management Team.

• Aviation Town Hall Meeting coordinated by Congressman Sam Graves, which included AOPA President Craig Fuller, GAMA President Pete Bunce, EAA President Rod Hightower, CAF President Steve Brown and HAI President Matt Zuccaro. The meeting was held in the FAA National Resource Center and Production Studios located on the Sun ‘n Fun campus and streamed live to a global audience.

• Sun ‘n Fun’s traditional Night Air Show which again included spectacular fireworks.

• AOPA Day and week-long “AOPA Live” broadcasts from the Sun ‘n Fun site.

• Pancake Breakfast hosted by AOPA President Craig Fuller and GAMA President Pete Bunce (talk about “serving aviation!”).

• Lindbergh Foundation Award Banquet hosted by Sun ‘n Fun. • Lindbergh Foundation Day featuring multiple forums on balancing technology and the environment.

• The annual (and increasingly popular) Hot Air Balloon Launch.

• Third year for Sun ‘n Fun’s

“Green Space” exhibit featuring aviationrelated, environmentally friendly products and services.

• A successful AvBid Aircraft Auction.

• The inaugural International Visitors Party.

• New VIP Hosting Opportunities at show center (“9/27 Circle” and “Flightline Club”).

Evening Programs that included Pre-Flight Night, a fundraiser for Youth Aviation Education Programs and Endowment (Monday); 100 Years of Naval Aviation (Tuesday); 20-Year Retrospective on “Desert Storm” (Wednesday); the Night Air Show and fireworks plus the U.S. Navy Band “Pride” in concert (Friday); and “A Look Into Aviation’s Future” hosted by John L. Peterson (Saturday). In addition, Sun ‘n Fun planned to recognize EAA Founder Paul Poberezny during Thursday’s evening program but that had to be rescheduled for the following afternoon due to that afternoon’s tornado and severe weather.

Burton said he has heard of several favorable reports from exhibitors and vendors regarding sales activities during the event, including one from Cessna indicating they had taken 30 orders for propeller-driven aircraft at Sun ‘n Fun, including 16 new Corvalis TTX highperformance singles (which were introduced at Sun ‘n Fun) plus 13 high-wing piston singles and one Caravan.

“The opening days of Sun ‘n Fun were very positive,” said Mark Paolucci, Cessna’s Senior Vice President of Sales and Marketing. “And while the storm on Thursday interrupted that mood somewhat, the exhibitors and the crowds Continued on Page 11

May 2011

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Celebrating Twenty-Seven Years of In Flight USA

10

May 2011

The First Transoceanic Flights in Woolarock were the first to reach

Toll Free: + 1 (888) 901-9987 Tel: + 1 (702) 982-7089 web: www.STARTPAC.com Las Vegas, Nevada

Continued from Page 6 their magnetism in the growing world of aviation. Now the vast Pacific came into the picture and one event led to disaster.

James D. Dole, of Hawaiian pineapple fame, decided to hold an air race across the Pacific. He offered $25,000 for first place and $10,000 for second. The prizes were for the first two fixed-wing aircraft to make the 2,400 mile flight from Oakland to Honolulu. Two pilots and their navigators were quick to take a shot at the money. Lester Maitland and Albert Hegenberger made it out to Hawaii in a tri-motor Fokker C-2 Army plane, and landed at Wheeler Army Airfield. Then Ernie Smith and Emory Bronte made the trip in a Travel Air 5000. They ran out of fuel over Molokai and crashed landed in a thorn tree. Both were disqualified because they did not land in Honolulu.

There was a total of 15 entrants for the Dole Air Derby and a drawing for starting positions was scheduled for Aug. 8, 1927 and held at the San Francisco office of the California director of the National Aeronautics Association. The starting date was set for Aug. 16. As the contestants began to head for Oakland, trouble was right with them.

Two U.S. Navy Lieutenants, George D. Covell and R.S. Waggener, were killed on the way up from San Diego when they ran into fog and hit a seaside cliff. Arthur Rogers was killed during a test flight at Montebello Calif. Auggy Pedlar with Mildred Doran and navigator Manley Lawling made a forced landing in a San Joaquin Valley wheat field with engine trouble. Lack of tools on board delayed repairs but they finally made it into Oakland. Then, on Aug. 11, J.L. Giffen and Theodore S. Lundgren were on approach to Oakland when their International CF-10 Triplane crashed in San Francisco Bay. Luckily they were not injured.

By the starting date of Aug. 16, the field had shrunk to eight and problems continued. The Oklahoma took off but gave up over San Francisco and returned.

Auggy Pedlar attempted a takeoff in Miss Doran but engine problems persisted and he came back to Oakland after ten minutes of flight. There were two crashes on takeoff for Pabco Flyer and El Encanto without crew injuries. Pabco Flyer was repaired but crashed again on a second attempt. Both Woolarock and Aloha got off without trouble, as did Golden Eagle.

Then Dallas Spirit had to return to Oakland. Pedlar finally got Miss Doran running right and they got off and headed out to sea.

Twenty six hours and 17 minutes later, Arthur Goebel and William Davis

Honolulu. Just two hours behind them were Martin Jensen and Paul Schluter in Aloha. Sadly, no one else reached Hawaii. Miss Doran and Golden Eagle were lost somewhere in the Pacific.

Three U.S. submarines carried out a search but found nothing. Dallas Spirit had been repaired and had left for Honolulu and William Erwin and Alex Eichwaldt said they would join the search. Unfortunately they, too, vanished and were never seen again.

The multiple loss of life cast a shroud of gloom over the Dole family.

Five pilots and their navigators had been killed in crashes or lost at sea. The Dole Air Derby was never held again.

The Pacific was finally crossed completely non stop in 1931 by Clyde Pangborn and Hugh Herndon in a Bellanca Skyrocket CH-400 named Miss Veedol. They flew from Japan to Washington State in 41 hours and 15 minutes. The trip had a few quirks including the fact that they spent some time in jail in Japan because they had apparently entered Japan in the Bellanca without proper documents and because they had photographed a few Japanese naval installations. They were finally released after paying a $1,000 fine and got the Bellanca modified for more fuel and generally prepared for the trip. They were after a $25,000 prize offered by a Japanese newspaper for the first non-stop flight from Japan across the Pacific.

They were then informed by Japanese authorities that they had just one chance to take off from Japan. If they returned, the airplane would be confiscated and they would be put back in jail.

Then their charts, on which the flight had been laid out were stolen by a nationalist group that wanted a Japanese pilot to be the first to accomplish a non-stop trans Pacific flight. They had planned the flight in detail and knew there was no margin for error. The original destination was Seattle and the distance was 5,500 miles.

They would depart with 950 gallons of fuel and had decided to jettison the landing gear after takeoff to reduce drag.

Skids were installed on the underside of the fuselage to minimize damage in the necessary belly landing at Seattle.

They finally got into the air on Oct. 4, dumped the landing gear into the sea and climbed to their selected cruising altitude of 14,000 feet. Then they noticed the jettison of the landing gear was incomplete; two root struts were still attached to the fuselage. Pangborn got the door open, climbed out onto the wing struts with his boots off to prevent slipContinued on Page 16

May 2011

www.inflightusa.com

11

Sun n’ Fun 2011 Weathers Storm, Ends Strong Continued from Page 8 bounced back to finish the show strong.”

In response to frequent questions about the tornado and Sun ‘n Fun’s remarkable recovery, Burton says that the experience has taught him and the organization as much about people as it has about operations and logistics.

“We have learned a great deal from our experience during this past year’s Fly-In, not only as it relates to the tornado and severe weather that accompanied it but also as it relates to the power of what can be accomplished when people share a purpose and a passion,” he said.

“Certainly, we will be reviewing and revising our emergency preparedness protocols based on our combined experiences in a variety of operational areas.

But we will also be acknowledging the tremendous support we received from a multitude of sources within – and outside of – the aviation community.”

Burton extended special thanks to emergency medical, police and fire “first responders” who were onsite during and immediately after the tornado for the assistance they provided as well as to the City of Lakeland, Polk County and the Polk County School Board for the leader-

ship and support they provided throughout our recovery process.

He also recognized the assistance and support that poured in to Sun ‘n Fun from “aviation partners and friends” who included FAA Administrator Randy Babbitt, FAA Southern Region Administrator Doug Murphy and FAA staff members who were participating at Sun ‘n Fun as well as those in Atlanta and Washington, D.C.; Craig Fuller and his team at AOPA who, among other things, announced AOPA’s sponsorship renewal for Sun ‘n Fun’s 2012 event less than 24 hours after the tornado hit; the leaders at GAMA, EAA, CAF, HAI, WAI and a host of other associations and individuals who literally and figuratively contributed to the recovery efforts; and the immediate assistance rendered by Sun ‘n Fun’s onsite service providers in virtually every area, from food service and tent rentals to portable toilet and shower facilities.

“Most importantly,” Burton emphasized, “it was the tremendous effort expended by Sun ‘n Fun’s indomitable volunteers who truly were the deciding factor in our ability to open the gates less than 16 hours after the recovery process began. It was truly a team effort that is as

remarkable for its magnitude as it is for its successful conclusion.”

Planning has already begun for next year’s 2012 Sun ‘n Fun International Fly–In & Expo, which will be held at Lakeland Linder Regional Airport in Lakeland, Florida, March 27 – April 1,

2012.

“The future looks bright,” Eickhoff concluded. “We’ve got lots of exciting things on the horizon and we invite the aviation community to join us as we continue to evolve as an event and as an organization.”

P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254 Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor ........................................................................................................Toni F. Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen ..................................................................................................................................Russ Albertson Staff Contributors ......................................................................S. Mark Rhodes, Roy A. Barnes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, ........................................................................................Alan Smith, Herb Foreman, Pete Trabuco Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Production Editors ..............................................................................Anne Dobbins, Toni Sieling Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Advertising Sales ....................................................Karyn Dawes (Southern CA) (760) 471-1144 Web Design ..................................................................................................................Josh Nadler In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing.

In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher.

In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.

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Celebrating Twenty-Seven Years of In Flight USA

12

May 2011

History of Glacier Girl: Part 1 After flying south for another fifteen minutes trying to find a way around the front, pilot Joe Hanna of the B-17 reported his radio operator was unable to raise either Reykjavik or a weather plane supposed to be flying an hour ahead. At 7:15 a.m. it was decided the squadron should turn back and head for BW-8, the airbase on the western side of Greenland from where this leg of the flight originated.

An hour later, they saw the east coast of Greenland and weather that would prove to be as bad or worse than they flew through earlier.

About 130 miles from the base the B-17s apparently received a message from BW-8 that said “Ceiling twelve hundred feet. Visibility one-eighth mile.”

McManus and several other P-38 pilots decided to go down and take a look at the ice cap, in case they had to make an emergency landing. After rejoining the squadron between the layered clouds, it was reported the B17s had received a message from BW-1 at the southern tip of Greenland, that its runway was open. It was 10 a.m. Estimated time of arrival would be noon. Officials later compared Allied weather records to the coded messages and discovered the reported weather conditions at BW-8 and BW-1 had

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been switched. (Speculation of radio interference from Nazi U-boat or secret radio station was never proven.)

After ninety minutes of flying through dense cloud cover, the coastal mountains appeared through an opening.

But where on the west coast were they in relation to BW-1? They soon discovered they were back on the east coast of Greenland, two hours away from BW-1.

McManus’s fuel would only last another twenty minutes.

The decision to land had been made for them. McManus decided to go in first.

With R.B. Wilson and Robert H. Wilson flying along side, McManus had to decide to go in wheels up or down. He decided to go in wheels down, to enable a takeoff later, after more fuel was dropped. Things went well for the first couple of hundred yards and then the front landing gear buckled and crashed through the ice. The plane immediately flipped over and pinned the cockpit to the snow. McManus managed to cut his way out of his parachute harness and release his safety belt as smoke filled the cockpit.

He didn’t think there was a serious fire threat, as his tanks were almost empty, but he wasn’t sticking around to find out.

McManus managed to kick and dig his

way out of the cockpit onto the ice.

From the air, Robert Wilson viewed the scene and retracted his landing gear.

He came down and slid to a smooth stop and raced the almost half-mile to McManus’ plane to see if he was injured.

When he reached it McManus came out from under the wing and said, “Well, Egghead, didn’t think I’d make it, did you?” They turned and waved to the pilots above, who responded by doing slow rolls and other acrobatics.

One by one the other P-38 pilots brought down their planes, as the two B17s remained aloft for another half hour, expending their remaining fuel.

Having made successful landings, the job at hand was survival and rescue.

Rations were gathered and divided to last two weeks. Warnings were issued not to eat excessive amounts of snow (to prevent sore throats) and to wear sunglasses at all times to prevent snow blindness.

Space heaters were made from empty oxygen bottles with holes hack sawed in both ends and linked to an engine manifold pipe. Oil drained from the engines wicked through the device by means of parachute straps.

After three days on the ice, a Morse Continued on Page 35

Hollister Soaring Center LLC

TER SOA S I

RI

LL

Continued from Page 4 trying to keep warm. R.B. Wilson had impulsively torn the defroster from its mounting and was using it to heat his gloves in an effort to keep his hands warm enough to feel the controls. Brad McManus, a surviving member of the squadron interviewed for a documentary, visualized his parents sitting in bathing suits on the beach. His feet were so cold he could barely feel the rudder pedals.

Desperate to find better flight conditions, Spider Webb radioed he was taking Tomcat Green down to look for clear weather beneath the overcast. The clouds closed in above them as they dove through the murky skies. In a matter of minutes they were in what was described as clouds dense as cotton drenched in tar.

With ice forming on the wings and the P-38s struggling to maintain contact with the B-17, Wilson ordered the bomber to climb out of the mess. At sixteen thousand feet, Tomcat Green broke through the clouds and rejoined Tomcat Yellow. They didn’t know which was worse, flying in the snow storm or watching your own skin turn blue at higher altitudes. They were only an hour away from Reykjavik, but another massive front lay ahead.

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May 2011

Contrails

www.inflightusa.com

13

by Steve Weaver

THE hey called it the summer of love that last year of the 1960s, and there was a war on. The hippies in San Francisco were wearing flowers in their hair and the iconic Woodstock Festival would happen that August. The world was changing rapidly.

In my world too, changes were afoot, but the wind that blasted through the open window and into the back seat of the 7-AC Champ where I spent most of those long days would have made short work of any decorating that I might have done to my head.

For the most part my thoughts that summer werenâ&#x20AC;&#x2122;t on the war raging in a place called Viet Nam, or even on what the Hippies were doing in California. My mind was occupied with the challenge of turning my flying business into a fulltime endeavor, and hopefully one that would pay the bills with enough left over to feed me.

I had become an instructor a few years before and had done freelance instructing at some of the local airports for a time, but the urge to have my own

SUMMER OF

â&#x20AC;&#x2DC;69

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Russ Weaver, no relation to me, an instructor at the school for a couple of years, Billie Sue Nestor, a student whom I soloed at age 16, myself, and David Austin, a local pilot and a good friend who helped me get the hangar and office cleaned up and habitable when I first came to Buckhannon. place kept eating at me. I wanted somewhere away from concrete and corporations and grumpy airport managers. In early 1968 I heard that an almost abandoned 1,600 foot grass field in the town of Buckhannon in Central West Virginia was available for rent, and at first glance looked like it might be the answer to my

dream. I went to see it.

I knew something about this fieldâ&#x20AC;&#x2122;s past and as my footsteps tracked across the dusty office and echoed in the empty hangars, history seemed etched in the walls. The airport had played a part in the training of pilots during the Second World War, when a Civilian Pilot

Training school had operated there, giving pilots that would later see action in the skies of Europe, their first taste of flight. After the war a very busy flight school trained returning veterans under a GI Bill that not only paid for the training, but paid the students for getting their license. When dozens of local people learned to fly, a sort of aeronautical society sprang up, centered around the airport and it became a social center for many, along with their families. Over the years I had heard many stories from older pilots in the area, about the dances and picnics held there, about the fly ins, the breakfast flights and the airshows. When the aeronautical bubble burst in the early 50s and the post war aviation slump came, the airport operator shut the business down and airport activity slowly spooled down, until the only thing moving on this cold February day was the loose siding on the hangar, slapping in a gusting wind, but it was the answer to my dreams and I would take it.

Since the field was without an operContinued on Page 16

Celebrating Twenty-Seven Years of In Flight USA

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THE SECRET LIVES

OF GLIDERS Part Three of a Three Part Series

The Schweizer 2-32 with the Monterey Bay and Santa Cruz in the background.

(Steve Brockman)

By Quest Richlife Hollister Soaring Center LLC n the March issue of In Flight USA this series began by defining what gliders and sailplanes are, and then looked at the four different types of “lift” which are used by glider pilots who engage in the challenging sport and recreation called soaring. Last month, the second part of this series looked at the often hidden aviation culture surrounding gliders and soaring. It revealed a world of excitement and variety where there really is something of enjoyment for everyone.

This month, in the third and final installment in the series, we’ll see how crosscountry glider flying differs from that done in powered aircraft. Then we’ll go beyond the ordinary and visit the pinnacle of innovation and evolution that gliders and soaring have achieved after more than a hundred years of steady progress by men and women of adventure and vision.

I

Instrument panel of modern selflaunched glider. Note PDA-GPS Flight Tracker in lower right corner.

(Darryl Ram)

Part Three: Cross-Country Soaring, Glider Racing, and the Exotic Realms of Unpowered Flight A common question that we as glider pilots hear when we explain the details of our type of flying to non-pilots or even airplane pilots is: “What do you do if you can’t get back to the airport?” Well, the answer to this question becomes apparent with an understanding of cross-country flying in gliders.

Every student pilot receiving training toward their private certificate in an airplane will plan and execute short and Continued on Page 19

The Piper Pawnee 235 is the most widely used aircraft to aero-tow gliders. It is used by operators world wide.

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May 2011

www.inflightusa.com

15

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14V .............................................. P/N 10-02823..........................$2,265.00 14V w/ 8° tilt................................. P/N 10-02828..........................$2,195.00 28V w/ 8° tilt................................. P/N 10-02829..........................$2,265.00

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2

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8

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Starters X11P .............................................................$799.00 X11 ...............................................................$799.00 H10-13Y Youth .............................................$306.90 H10-20 ..........................................................$302.25 H10-30 ......................................................... $251.10 H10-60 ......................................................... $345.96 H10-13.4 ......................................................$306.90 H10-13.4S ................................................................................... $311.55 H20-10 ......................................................................................... $327.36 H10-13X ANR (battery) ............................................................... $628.68 H10-13XL ANR (battery) ............................................................. $717.03

7

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Alcor Instruments

Alcor Multi-Probe Analyzers provide the peace of mind pilots want whether they are flying over mountains, oceans or just around home.

2-1/4” EGT................................P/N 46150 ...$148.75 2-1/4” CHT................................P/N 46151 ...$146.50 CHT Probe (Bayonet) ...............P/N 86251 .....$69.85 EGT Probe (Type K-Clamp) .....P/N 86255 .....$62.50

G-25...................................... $149.95 G-35...................................... $179.95 G-242.................................... $288.95 G-243.................................... $343.95 G-246.................................... $312.95 G-247.................................... $409.95 G-25S ................................... $142.95 G35S .................................... $188.95 G243S .................................. $354.95 G6381E ............................. $1,163.00 G6381ES .....................................$1,613.00

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Celebrating Twenty-Seven Years of In Flight USA

16

GOLDEN WEST KEEPING THE SPIRIT ALIVE

YUBA COUNTY AIRPORT

Contrails Continued from Page 13 ator for almost 15 years, the empty space in the hangars and office had become a magnet for things no one wanted. Friends pitched in as we pitched out stored junk from the office and hangars, got the rest rooms functioning and made an apartment in the back for my living quarters.

At the time I had a full-time job as a sales rep for a large company and I traveled within a three-state region. My weekends and evenings were free, so my plan was to instruct when I wasn’t traveling. My new aeronautical home would give me a hangar to store and maintain the airplanes in and it could be a sort of gathering place for my flying friends. My dream had come true.

As word of the activity at the little grass strip spread, more and more students appeared, and I found myself struggling to keep up with the demand for teaching. By summer I caved in and hired a full-time instructor who could keep things going when I was traveling and help me with the weekend crush. We were using tube and fabric aircraft and our prices were about half of those of the ‘normal’ flight schools that were using the new Cessna and Piper trainers.

Students were driving 50 miles or more to get to us, passing bigger airports and their shiny new trainers to fly up a storm in our old taildraggers. A Piper J-3 soon joined the Champ and the Citabria, then a

May 2011

very used 172 became our instrument trainer, and our monthly flying hours kept increasing. Even better, the old social club at the airport was reborn and the hangars once again resounded with the chatter and laughter of happy people, as picnics, cookouts and fly ins were held there. Many of the old flyers who had been part of the airport crowd in the old days became involved in aviation and the airport once again, and scores of new flyers and their families completed the airport’s rebirth.

In the spring of 1969 though, unwelcome clouds appeared on the horizon to threaten my little world. The company that I did my ‘real work’ for notified me that I was being transferred out of state and I had 30 days to get ready to move. I appealed to them to let me stay in my present location and continue my work at the airport, but the die was cast and the move must be made. It would mean of course, the end of my little flight school and the idyllic life I had carved out at the Field.

As the April days passed and the deadline that my company had given me for moving to a distant city came closer, I felt I was in a quandary. Pulling me toward staying with my job on the road was the assurance of regular income to meet my financial obligations. I had no illusions about the teaching game Continued on Page 20

The First Transoceanic Flights

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Continued from Page 10 ping and, hanging on to the wing struts with one hand, he reached down and got rid of the gear struts with the other. Later, no one was dumb enough to ask him if it was cold out there.

After a little less than 40 hours, they crossed the West coast of the U.S. The fuel was holding out, and Pangborn wanted to go all the way across Washington State for a maximum distance record. Fog had made landing at Seattle or even at Vancouver B.C. impossible. Then they saw more fog to the east and turned back to Wenatchee in the central area of the state. There Pangborn made a relatively undamaged belly landing in Fancher Field just outside the town. The trip clock was stopped at 41 hours and 15 minutes. Their arrival was dated Oct. 5 because they had crossed the international date line in the Pacific.

One reason Pangborn and Herndon were in Japan was that they had attempted a round-the-world flight to beat the record set by Wiley Post and Harold Gatty of eight days and 15 hours in a Lockheed Vega. However they were

forced to abandon that at the halfway point when they were hopelessly delayed by bad weather in western Siberia. When they learned of the $25,000 prize offered for a non-stop Pacific flight, they headed for Japan.

Now having achieved that goal, the Bellanca was shipped by truck to Seattle where the slight damage was repaired and a new landing gear installed.

Pangborn and Herndon then flew on to New York to complete their trip around the world. Although their arrival got a lot of publicity, and unlike the non-stop Pacific flight, there was little financial gain to be enjoyed from the global trip.

Trans ocean flying continued to be popular and became the harbinger of worldwide airline service. The last big attempt was in 1937 when Amelia Earhart tried to fly a Lockheed model 10 Electra around the world. Sadly, probably due to communication problems, she and her navigator Fred Noonan were lost on July 2 somewhere near Howland Island in the Pacific.

May 2011

www.inflightusa.com

Aviation Ancestry

17

by Scott Schwartz

HOLE SUCKING AIR – THE F-84 THUNDERJET, PART TWO eliveries of the first P-84B’s began during the summer of 1947. Right after these aircraft became operational, it was noticed that the aluminum skin on their wings was wrinkling. Because this was attributed to the high “G” loads occurring during maneuvers, airspeeds in excess of .8 Mach and loads in excess of 5.5 G’s.

Wing failures occurred even after these restrictions were put in place. This meant that the P-84’s had to be grounded until actual wing cracks could be ruled out. If none were found in a particular P-84B, it was put back on flight status – with the previously mentioned flight restrictions until it could be modified.

Although a newer model, the F-84C (readers will remember that the “P” for “Pursuit was changed to “F” for “Fighter” with the creation of the independent U.S. Air Force) was being produced by June of 1948, the structural problems were still unresolved – which is not surprising. After all, the F-84C was virtually identical to the F-84B, except for improvements to the fuel and hydraulic systems. One other difference was that the “C” model was powered by

D

A restored Republic F-84C at the March Field Air Museum; after being dropped from the Air Force inventory, this aircraft served as an instructional air-frame at a community college for 27 years.

(Scott Schwartz) a more reliable early version of the J-35 engine.

By December 1948, the last F-84C’s were coming off the production line and were being replaced with yet another model- the F-84D. The “D” model had some nice features, such as an Allison J35-A-17 engine which put out 5,000 pounds of thrust and which could run on aviation gasoline or jet fuel. It also had some not-so-nice features, such as its wings’ tendency to crack-despite their

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Obviously, major modifications to existing aircraft were needed. While it was testing the F-84D in order to confirm that the needed modifications were being performed, the Air Force compared it to the F-80. It was found that the F-84D was faster, could fly farther than, and carry a heavier payload than the F-80. On the other hand, the F-80 used much less runway for takeoff and was more maneuverable. So, it would seem that the F-80 and the F-84D off-set each other’s weaknesses. Still, the F-84’s structural problems rendered it all but useless for front-line service. At this point, the Air Force had pumped almost $80 million into the program. Readers are reminded that these were late 1940’s dollars!

Terminating the whole F-84 program would have been understandable at this point. However, the Air Force would have gotten roughly 25 percent of its money back, and canceling the contract would probably have spelled the end for Republic. Losing a major defense contractor was something to be avoided.

In order to prevent a shortage of fighters while the F-84 program was Continued on Page 32

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18

Celebrating Twenty-Seven Years of In Flight USA

Soaring With Sagar

Story and Photos by Sagar Pathak

AIR FORCE ONE

ow does the most powerful man travel around the world? Any way he wants. And in the case of the President of the United States (POTUS), he travels aboard one of two specially modified Boeing 747-200s, affectionately known as “Air Force One.” Operated by the 89th Airlift Wing out of Andrews Air Force base, these fortified aircraft are tasked to transport President Obama and the White House staff all over the globe and allow him to execute the full powers of the Office of the President of the United States.

Last month, President Obama had a town hall meeting in the San Francisco Bay area, which meant only one thing: the orchestrated production of moving the POTUS was coming to town. A few days prior, the forward staging teams bombarded the Bay area to coordinate the logistics of the POTUS moving from one location to the next. C-17 Globemaster’s

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brought in two VH-60N Whitehawks as well as the President’s armored limousines. Secret Service scouted out safe travel routes and swept buildings. Oh and did I mention all of the snipers?

As this was going on members of the media were coordinating with the White House Press Office to provide coverage of the Presidential visit. I was fortunate to secure one of the few spots at San Francisco International Airport to capture the arrival and departure of Air Force One. Members of the press had to arrive hours before to be swept and cleared by the U.S. Marshals before being allowed anywhere near the President. Bombsniffing dogs passed through the television news vans and our camera bags. A separate team wanded us down with metal detectors and even the transport bus was searched. But once that was cleared, we were given specially marked credentials and sent out to the press platform specially positioned for the members of the media. And then we sat there.

And waited. And sat. And waited for hours. Understandably, we were sequestered for safety reasons (ours and the President’s) and led out there early in case Air Force One touched down earlier then scheduled.

As the arrival time neared, aircraft movement at SFO – one of the nation’s busiest airports – came to an eerie stop.

Snipers were scattered on rooftops, emergency vehicles on standby, and a select few VIPs waited to greet the President.

Secret Service had measured – to the inch – where the wheels of AF1 would stop.

The VH-60N Whitehawk helicopters from HMX-1 were positioned just next to where AF1 would end up waiting to whisk the President to his first stop. After

three hours of waiting, the agents took up their assigned positions. Our press officer gave us the five minute warning. Air Force One was inbound.

The most recognized airplane in the world in it’s blue and white paint scheme was a mere moments from touchdown.

Having seen Air Force One twice before, I was still as excited as my first time.

Every eye was focused on the approach end of the runways. And in a flash Air Force One was floating over Runway 28 right and greasing the tires at SFO. The President had landed.

With no other airplanes between it and it’s parking spot, within minutes the VC-25, tail number 28000 was chocked and the air stairs were pulling up to the plane. One of the interesting things is that the special modified 747 and it’s twin (29000) have built in stairs in the front Continued on Page 65

May 2011

May 2011

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19

The Secret Lives of Gliders

Continued from Page 14 long cross-country flights. These are usually defined as flights of at least 50 miles from the departure point. The student will first go with an instructor, and then later will make these flights solo. This is a required part of the training. However, anyone working toward a glider rating need only make a detailed plan for a cross-country glider flight, and then explain this plan to their pilot examiner.

An actual cross-country glider flight is not required in order to pass the practical test for the glider rating. Why is this required when flying airplanes, but not when in a glider? The answer is that cross-country flight in a glider is a difficult, challenging, specialized skill that must be worked up to gradually through experience, and is simply too demanding for a student glider pilot.

The definition of cross-country flight in an airplane is measured easily by a set number of miles, but not so in a glider. By definition, a glider is considered to be on a cross-country flight when it is no longer within gliding distance of the airport from where it departed. And this definition also requires that the pilot has planned for where he or she may need to land the glider if they cannot find lift to continue the flight. All along the route that the glider pilot has chosen, he must have a suitable airport, available airstrip, or usable field chosen in which to safely land his aircraft if he cannot find and use lift in the atmosphere. And this is what makes cross-country glider flying one of the most challenging, fun, and exciting forms of aviation there is!

When a glider pilot decides to embark upon the cross-country realm, it’s also known as “breaking the apron strings.” This is because once the glider passes a certain distance from the “home” airport, the sense of security of gliding back there to land has suddenly vanished.

The pilot must rely on himself alone to determine the outcome of the flight, and this marks the maturation of the fledgling glider pilot into a soaring pilot. This is a very exciting and rewarding form of aviation! The transition is very demanding, and takes time, study, experience, and mentoring, as well as courage and a calm, conservative demeanor. It also helps for the pilot to have access to a glider of fairly high performance meaning a glide ratio of at least 34:1, and usually constructed of fiberglass for the best overall results and enjoyment.

So the answer to the question “What do you do if you can’t get back to the airport?” is this: simply land the glider safely in one of our many pre-determined landing areas. If this is at a public airport,

we may be able to get towed back into the air by a tow plane. If we’re in a farmer’s field, pasture, or crop-duster strip, we will have someone in our “crew” drive a special trailer to our location so we can disassemble the glider; put it in the trailer, and take it to our home airport for reassembly. We might need to do some diplomatic explaining to the farmer, but they’re usually friendly and even a bit

curious. These types of landings are fairly rare, and are almost always uneventful.

To those who seek to soar cross country, these “land outs” are simply a part of the adventure of glider flying.

Most gliderports have a process whereby newer glider pilots can go out and “learn the ropes” of cross-country soaring from experienced local pilots. There is a strong desire within the sport to bring new

pilots into the ranks of “cross-country qualified,” so to speak. Mentorship is very common with both pilots discussing their planned route, weather, alternate landing sites, safety concerns, etc., before the flight, and then staying in radio contact and flying fairly close to each other throughout the day. After a few of these “chaperoned” flights, a pilot new at crossContinued on Page 22

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DARK HORSE UNEARTHS AN AVIATION COMIC CHESTNUT WITH THE RICK MASTERS SERIES

By S. Mark Rhodes ark Horse Comics has recently released Volumes 1 and 2 collecting the very early comic adventures of the Buddhist superhero called The Green Lama. Within these volumes there is buried an interesting aviation comic titled Rick Masters.

Within the narrative of the comic, Masters is a former WWII ace who was discharged from the army having been labeled by the military as an “invalid” (the term the comic uses). Masters, a predictably capable and resourceful aviator re-invents himself as a kind of mercenary/adventurer/aviator who teams up with his Native American cohort/partner Twin Eagles (AKA “Mike”) who is an ace mechanic and a first-rate aviator in his own right.

Masters was created by Walter Gardern (with workmanlike art by Ira Turner) as a dashing creation seemingly inspired by dashing stars of the silver screen during the 30s and 40s such as Errol Flynn. Masters’ adventures started out as pretty much standard issue stuff dealing with saboteurs, smugglers, gangsters and the like. Eventually though they moved into a slightly more sci-fi realm traveling back in time and testing out early versions of "flying squirrel suits."

In this way, the strip was apparently influenced by some of the scientifically advanced pulp fiction stuff like Doc Savage and G-8 and his Flying Aces that were forerunners of traditional comics.

There is a sense that the comic was popular at the time but it is mostly an

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(Dark Horse Comics) obscure title today (it appears that the character was in the public domain for many years until recently). There is little about it on the internet (there isn’t even a Wikipedia entry about this character).

Despite this, there is a sense that the Masters adventures may have influenced globe trotting super hero types like The Challengers of the Unknown, Rip Hunter (a time traveler like Masters), and even The Fantastic Four.

In some ways this series was well ahead of its time in the depiction not only of aviation technology but also in its portrayal of race relations; Native American Mike was portrayed as Masters’ partner and equal. In the 1940s this was a big deal and is still a striking dynamic even today.

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Continued from Page 16 because as much as I loved it, I knew it was terribly dependent on weather and other factors out of my control. At the same time, I could not imagine my life without flying, without my students, who had become almost like my children, and without my friends at the airport. Was there, I wondered, a way to turn my hobby into a real business and make my own employment? There had been no one in my family, except for one maverick uncle, who had ever had their own business, so I was without role models. If I accepted the dictum of my employers, I would leave this lush and comfortable valley for a home in a far away city, a life

on the road, and no way to continue to run the airport. The flight school that I’d worked hard to create would cease to exist, my students would scatter to the winds and my life in the sky would be over.

As the days passed and I struggled with the decision I would have to make, the rhythm of life at the little airport became even sweeter to me and it slowly dawned on me that I was also feeling the rhythm of my own life, as it had become.

What I’d experienced here had been special and more real to me than the all of the days that I’d been working at my ‘real’ job. I compared life on the road with that Continued on Page 29

May 2011

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The Secret Lives of Gliders

The Schweizer 1-23E glider hanging in the Hugh Bikle Aircraft Museum in Hollister.

This glider broke the US altitude record in 1961 by attaining an altitude of 46,267 feet.

This record was not broken until 1986. In fact, during his flight in 1961, Paul Bikle got to a low point so that his flight still holds the record for Total Altitude Gained, though the high point was topped in 1986.

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Continued from Page 19 country will usually feel confident enough to head out on their own.

Also available to pilots are popular “soaring camps” where pilots can go to a nice gliderport location and spend several days immersed in learning the art of soaring. These camps last for almost a week, and each one is dedicated to a specialty such as thermal, mountain wave, or cross-country soaring. Classroom lectures on weather, routes, terrain, etc., are held each morning, with flying in the afternoon and a nice social gathering at the end of the day. It’s also a great way to meet new friends!

Cross-country soaring flights of a few hours can be flown out to a distant point (called “out-and-return,”) or over a triangular course, with a return to the home airport. Sometimes informal, friendly, “racing leagues” encourage participants to come out and fly a predetermined course when conditions are good.

This is also a great way to learn by observing how other pilots use the conditions to their advantage. Radio contact is used, and newer pilots are even helped out by experienced pilots telling them where the good lift is.

Glider pilots will sometimes try to see just how far they can get from their home airport by doing a flight called a “straight out,” with the exact final landing spot unknown until later that day.

These flights may last from five to seven hours or longer, and are sometimes so grueling that it should be considered as a possible type of athletic competition in the Olympics! The pilot is sitting still in one position for many hours and there is no auto-pilot. Oxygen is used for the

entire flight which may take place between 8,000 feet and 18,000 feet, and may involve intense heat and sunshine, or temperatures below freezing. Food and water must be consumed, and liquid elimination must be accommodated.

Fatigue, dehydration, and hypoxia are ever present threats.

Preflight planning must be precise, but the pilot must also be able to “read” the sky during the flight to see how the sky and weather change and go through cycles during the day. A “ground crew” must be enlisted to drive the glider trailer along the general route of flight so the glider can be disassembled upon landing. (This is where non-pilots can share some of the fun and excitement of being a part of the soaring community). These types of flights are soaring at its most intense, with supercompetitive pilots pushing the limits ever farther than before. For example, the farthest straight-out flight from Hollister, Calif. was around 150 statute miles in the late 1990s. In 2009, a new record was set of 489 statute miles which took the pilot all the way to Yuma, Arizona, and to altitudes of almost 18,000 feet! So, if you want excitement and physical challenge in a sport, look no further than cross-country soaring in gliders!

Glider Racing For those glider pilots who have mastered the art of cross-country flying, and are by their nature very competitive, the next available challenge is to get involved in glider racing.

Glider races are another aspect of the “hidden” nature of gliders in general Continued on Page 24

May 2011

IPS FROM THE

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By Vesna Ajic uch is said about improving the skills of general aviation pilots, but what about those pilots who plan to make a career out of aviation?

How can men and women who dream of turning their passion for flight into a life long career improve their skills in a way that is meaningful to potential employers?

While a number of paths to an aviation profession are available, a company named Arizona Type Ratings (ATR) opens the road to jet experience that was once thought to be unaffordable without somehow getting a regional airline or corporation to help by underwriting the cost.

Many aspiring professional pilots do not realize that the authorization (FAA certificate) to act as a crewmember aboard a turbojet airplane that requires two pilots can be obtained in as little as one weekend. Referred to as a Second in Command (SIC) Type Rating, ATR combines interactive training with a maximum flying time to make sure that trainees receive “in seat” practical experience that applies to flying a real airplane. In the case of ATR, the Cessna Citation CE 500 and CE 525 are used, two of the most popular light jets flying today. A full Type rating permits the trainee to act as pilot in command and, therefore, requires more training than the SIC. Most Type rating applicants obtain not only their Type rating, but also the Airline Transport Pilot certificate. Full Type and ATP training can take up to five days.

Advanced jet training is not limited to only those aspiring to a professional career. More and more, the industry is seeing private jet owners who might have formerly utilized contract pilots wanting

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to do the flying themselves. Companies like ATR are now going out of their way to break away from the “one jet serves all” type of training and making arrangements to train in the customer’s airplane, at the customer’s home base. Many owners of business jets are pilots, but have considered the task of becoming qualified in their own airplane to be just a bit daunting. When coupled with a custom training program conducted at their home base, one time bosses can now place themselves on the flying schedule. Many add the multi engine rating to their certificate along with the Type rating.

Whether the reader is a “fly for fun” aviator, aspiring professional or business jet owner, training options are now available that are affordable and fun, with the resulting pilot skilled and safe. Give it some thought.

Vesna Ajic Vesna Ajic used to work as a lawyer in Yugoslavia. Relocating to the United States, she was introduced to aviation.

After earning her pilot certificates, she began flying copilot on the Citation SII in 2004. She received her type ratings in both the 500 and 525 in 2007. Normally, a contract pilot in the Citation 550, Vesna primarily teaches ground school for Arizona Type Rating.

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Rialto Municipal Airport (L67) continues to operate as a general aviation reliever airport, conveniently located adjacent to the I-210 freeway and 10 minutes northeast of Ontario International Airport (ONT). Nearby recreation locations include the California Speedway, Lake Arrowhead, San Bernardino Mountain ski resorts, San Manuel Amphitheatre at Glen Helen

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The Secret Lives of Gliders

Standing lenticular clouds, are also known as “lennies.” These types of clouds are what is seen when mountain wave conditions are present.

(Hollister Gliding Club) Continued from Page 22 because they aren’t like races in many other sports. Even such a well-known event as the Reno Air Races has the aircraft within a relatively small area that is viewable by the spectators in attendance.

But glider racing is conducted over quite a large geographic area, and is therefore not conducive to being a spectator sport.

Usually races will be held each day for almost two weeks, giving each participant many days in which to prove their mettle. A course is selected each morning, and then the dozens of gliders all launch in a fairly narrow time span.

Gliders stage by circling in a thermal, and then speed through a starting line or “gate” where their start time is recorded by a GPS unit onboard. Then it’s on to the course, and a finish several hours later back at the start (hopefully!). It’s not unusual for gliders to “land out” during a race, and their crew will find them and bring the trailer by use of a satellite tracking device. For those that make it back, the GPS “logger” is removed and the flight is downloaded for scoring. Software even exists that allows a 3D view of the entire flight.

Races are held annually at many different locations within most states throughout the U.S., and there are also regional and national competitions each year. And being that gliders and soaring are even more popular outside of the U.S., there are lots of competitions all over Europe, as well as Australia, New Zealand, South Africa, and dozens of other countries. If ever there was a sport with an international community of participants, glider racing is it. And once every two years the World Gliding Championships are held, with the host country changing each time. Upcoming locations are in Texas, and then Argentina.

The Exotic Realms of Unpowered Flight From the humble beginnings of the Wright Brothers and their desire to master controlled flight to the Space Shuttle Orbiter, gliders and sailplanes have mirrored the world in which they were created. As technology moves on, it’s incorporated into the world of soaring just as in

other fields. Many sailplane pilots now use PDA-type devices, GPS trackers/ recorders, and glide computers in the cockpit during their flights. Flat-panel displays are now available for gliders.

Computerized anti-collision devices called “Flarm” for “Flight Alarm” have been selling by the thousands in the past year. Self-launched “motor-gliders” are now being offered with battery-operated electric motors, and even gliders with a retractable turbo-jet are available. (Yes, it is a jet powered glider!)

Highly sophisticated computer models developed by Dr. Jack Glendening actually let glider pilots “see” thermal and wave lift predictions in daily color-coded charts called Regional Atmospheric Soaring Predictions. These predictive tools are used all over the world by pilots who want to see what soaring conditions are predicted to be like on a given day.

Even as the U.S. Space Shuttle system is coming to the end of its operational life, others are pressing onward with new aviation goals and systems using gliders.

Einar Enevoldson is leading the Perlan Project to make a pressurized glider that it’s hoped will ride mountain lee waves to over 90,000 feet over South America.

There is even talk of circumnavigating the globe in a glider using only the vertical wave motions within the atmosphere!

And certainly the most exotic glider project of them all is the SpaceShipTwo (SST) project. Designed by Burt Rutan’s Scaled Composites and funded by Virgin Group Chairman Sir Richard Branson, it will allow paying customers to rocket into space and then enjoy the ride back down as the SST vehicle glides through the air to a normal landing like a miniature Space Shuttle Orbiter.

So just as in the past, the future will see cutting-edge designs and technology applied to gliders and soaring, just as they have been to all other aspects of our lives.

The Secret Lives of Gliders: Epilogue For most glider pilots, there is a place somewhere in between a student circling in their first thermal and the mind-bending intensity of cross-country Continued on Page 29

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May 2011

W h a t’ s U p ! ?

BEFORE I BEGIN . . . I NEVER KNOW WHERE . . . never know where to place items of special importance to me, and hopefully to you. Should they be at the beginning of my column or at the end of it? This is especially true when it’s sad news. I’ve told you many times that there are many great airshow stars out there giving people major neck problems.

There are some class acts and there are some really classy acts.

Most of you know how painful it is for me personally when I lose one of these class acts and that has just happened again with the passing of Bill Reesman. Okay, so he was the Air Force officer I always wanted to be. Okay, so he flew the Red Bull Mig. Okay, so he also owned Bob Hope’s corporate jet. Okay, so he married the beautiful and lovely Julie and no matter what anyone says, he stole her away from me. Okay, so that’s my other fantasy. The airshow business lost a star. I’m angry and I’m entitled to be angry . . . because I said so and as I always remind you, this is my column and I can feel any way I want.

I’m going to miss Bill, I’m going to miss his smile, and I’m going to miss his behind-the-scene stories and laughter.

Rest in peace Mr. “R,” and I’m glad you finally got it; now you know What’s Up! (Right Doc?)

I

Wake Up! No one will be surprised that I’m chiming in with my two cents worth on the sleeping beauties in our nation’s control towers and centers, etc. Okay sports fans here’s the scoop as I have seen, lived, and laughed at.

This dozing problem has existed since the invention of radios and night shifts. Come on, give me a break, do you really think this is something new? We have survived uncontrolled airspace and airfields everywhere forever. If we wanted a quick fix to make the politicians happy I could solve the problem in one day . . . of course I get royalties and applause whenever I walk into a hangar.

Here’s the deal . . . first a question for some of you who still fly; picture this, it a dark and not so stormy night. The tower at your final destination shut down just ten minutes before your arrival. Oh lord, what now? It’s dark, there aren’t any runway lights on and you’re all by yourself.

There is one bright spot and it’s coming from the light bulb that just went off in your little head. That bright spot tells you to depress your PTT seven times on the assumption you are on the right

frequency and behold, the runway lights come on and so the story is written.

Reminds me of Moses when he parted the Red Sea . . . love that story and look forward to Passover and Easter knowing that I will get to see most of the commandments before I fall asleep. I try to hang on until the water scene is over.

Oops, now where was I? Okay, now we have the lights on and we’re set to call it a day. I’ll assume you have landed and are taxiing to somewhere appropriate.

So here comes my million-dollar idea: we can use the same frequency or one to be chosen at a later date by someone who knows nothing about aviation but is running for some office. Here’s how it will work; when we get a busy signal or no answer when we call up our friendly FAA dudes or in this case duds, and when there is no answer we go to work on our new, kick’em in the butt frequency that flashes lights, turns on sirens, blows horns, and finally, shakes the tower.

Now I ask you, what could be easier? I couldn’t care less if they sleep between flights, earthquakes, floods and the end of the world as long as they are there for me and you, or is that you and me, well, you get the idea, right? So here’s the bottom-line: this problem is always going to be here, let’s move on to other things that might actually make airports safer, like driving slower on the ramps, no smoking around parked airplanes, and finally, make the “bottle-tothrottle” rule longer.

Long Distance Calling . . .

One of the things I love most about my day job are the calls I get, who I get them from, and where they come from.

When I started this month’s column I got a call from Colorado. That was followed by a call from Canada. Thirty minutes ago I received a call from Israel and it wasn’t even collect. All these calls were business of course except the one from an old girlfriend from 20-plus years ago that still can’t take “no” for an answer. Okay, maybe that wasn’t the reason for the call, but it was fun anyway. She reminded me of a flight I took her on so she could see the Golden Gate Bridge from the ocean side.

Even I have to admit after all the times I’ve done that flight it still gives me chills.

Ready, Aim and You’d Better Fire . . . . . . off a note to someone and start protecting the Santa Monica Airport.

Now they are taking aim on the flight schools. Remember, I don’t make the news I only report it.

While I’m At It . . .

AOPA study examines student pilot dropout rate. The majority of student pilots drop out before obtaining their private pilot’s license, according to a study by the Aircraft Owners and Pilots Association. AOPA plans to offer meetings on the results of the study in six U.S. cities . . .

Cost may be playing a role in this, as well as defining the purposes of the training. They are taking and examining the end results, recognizing that pleasure flying makes more sense than a career move depending on the student’s age and dealing with the low income in the entry level positions.

Sound Familiar? This has cost me personally two years of flying!

As I was saying and as I have been saying for the past two years plus . . .

This is long overdue, very long and overdue! AOPA is supporting changes to the rules of the National Transportation Safety Board to make them fairer to pilots. The NTSB serves as an appellate court to FAA attempts to suspend or revoke a pilot or medical certificate.

AOPA’s efforts are particularly aimed at the FAA practice of often immediately grounding a pilot, on an emergency basis, before he or she has had a chance to make a defense to the emergency determination. Under current rules, the FAA wins 95 percent of the emergency challenges.

AOPA wants the NTSB to get rid of the “assumption” and leave it up to an NTSB law judge to determine the legitimacy of the FAA’s “immediate grounding.”

Don’t put your pen down yet . . . today it’s the other guy, tomorrow it might be you. Stay in their faces or we will lose whatever is left of our rights.

Been There Done That!

I was reminded of a winter trip I made flying East to West during the Christmas break from something. I hadn’t anticipated too many delays and certainly not the one that grounded me in Nashville for a week plus. When I read the following story, I remembered how I ran out of patience and jumped off at 1700 hours in falling snow just hoping to

Larry Shapiro get at least 100 miles away from where I was. Memphis was my goal for the best ribs in the world even if the Rendezvous was closed at that hour, and it was Monday anyway and they are always closed on Monday. I suppose I thought I might be stuck there long enough for them to open the next day. I actually ended up in Oak City via Bill Clinton’s hometown. That was a chilling experience, 13 degrees smack into my face.

Sometimes conditions just don’t cooperate, and it doesn’t matter how badly you need to be on your way. On Jan. 4, 2010, a Cessna 172 took off from Bangor International Airport in Maine.

Thirty-six minutes later it crashed through the ice on the Penobscot River, killing the solo pilot. The airplane was bound for Goose Bay, Newfoundland, on the first leg of a transatlantic crossing.

The pilot had told the flight service briefer that he had been “stuck for a week here.”

For all of you reading this who would fly a 172 from anywhere to Goose Bay raise your hand . . . that’s what I thought. I’m not going to say any more on this incident, it’s too painful.

Before I forget Here’s a short update on Kyle and Amanda Franklin. Kyle is doing better, Amanda is still fighting and hanging in there, and your support is still needed. For those who responded, thank you! I found this picture of Kyle and me from the good old days. Guess which one is Kyle!

Continued on Page 39

May 2011

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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, NASAcreated the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, “CALLBACK,” which contains selected, deidentified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from “CALLBACK,” for our readers to read, study, occasional laugh at and always, learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.

MOTOR SKILLS: GETTING OFF A motor skill is a learned sequence of movements that combine to produce a smooth, efficient action. This month’s we look into another type of motor skill – the skill required to produce a smooth, efficient (and safe) aircraft engine start.

Lesson One: Know Your Crew This pilot was familiar with the proper procedures for hand-propping, but despite a conscientious effort, one critical assumption led to a nose-to-nose encounter. One should also note that training was an issue in this event.

Anyone sitting behind the controls of an airplane, alone, with the engine running, should be ready and capable of flying that plane.

• I was going to fly a 65 HP taildragger with no electrical system and no starting system. It requires the pilot to handprop the engine and either requires the

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aircraft to be tied down or a person to hold the brakes…. [I] instructed the passenger how to hold the brakes and how to pull the throttle to idle after engine start.

Both holding the brakes and pulling the throttle to idle had been practiced. The passenger was in the rear seat, with the seatbelt fastened. After hand propping the engine, I noticed what sounded like an increase in engine rpm and the aircraft started to move forward rapidly. I got out of the way of the moving aircraft and around to the door. I was halfway inside the aircraft getting the engine to idle while telling the passenger to push the brakes when the aircraft struck a parked Cessna. The aircraft hit nose-to-nose….

The aircraft had traveled approximately 25 yards across the tarmac. [There was] prop and cowling damage…and both passenger and pilot were unhurt.

I had incorrectly assumed that the passenger would be able to hold the brakes after engine start and I placed too

much confidence in the abilities of a nonpilot…. The very act of hand-propping an aircraft is dangerous and I will never again pull the prop through without the aircraft being tied down…. Even 65 HP is enough to overpower the person starting the engine.

Lesson Two: What “Should Have” Been Done Resorting to hand-propping due to a faulty battery could lead to the aircraft taxiing on its own for about 100 feet before being stopped by a collision.

• The aircraft was pulled from the tie-down spot and turned 90-degrees for starting and taxi to the hangar. Due to a weak battery the aircraft did not start.

The wheels were chocked for hand-propping and the throttle was cracked open.

When the engine started, it revved up to Continued on Page 29

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BUILDING while back we explored VFR flight following from the perspective of ATC. This month we take our discussions on flight following to the next level and we look at flight safety from the inside out – instrument training. As part of getting the Private Pilot License in Canada five hours of instrument time is required. Five additional hours are required as part of obtaining a night rating (a separate rating in Canada not included as part of the PPL).

The reason for these 5+5 hours is to provide pilots with very basic instrument skills to help them should circumstances arise where situational awareness becomes impaired (such as VFR flight into IMC or instrument meteorological conditions).

Above, I intentionally state instrument training rather than an instrument rating because some may see the latter as rather daunting and may not be as willing or prepared to embark on that journey at this point in their aviating, if ever. But not pursuing an instrument rating is no reason for not getting additional instrument

A Close Calls is a column detailing the “close call” experiences of fellow pilots.

Determining a close call can be quite subjective but for our purposes here a close call will be any situation where a pilot suddenly finds themselves in a potentially dangerous situation quite unexpectedly. Personally, I describe a close call as “closer than I’d prefer.” I invite you to contact me at Close Calls@PCAS.ca or 1-888-PCAS-123 (GTA: 416-225-9266) to anonymously share your stories. I will collect the details and prepare the article for Close Calls. The experience shared and lessons learned will be of benefit to all readers.

Confidentiality will be assured and I will not use your name or aircraft ident without your permission. If your submission is used in Close Calls you’ll receive an official cap of the upcoming TV series The Aviators.

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training. As mentioned with some regularity in a number of aviation publications and by several aviation experts, instrument training improves overall flying skills and quite simply makes you a better pilot. Your humble writer agrees.

Today I took a quick flight from Brampton, Ontario over to Niagara Falls, New York as I like to do from time to time for a Viola’s steak and cheese and pick up my U.S. mail while flying over the long lineups at the border crossings. I went VFR today just for a change of pace since the vast majority of my flights since obtaining my rating have been filed IFR. Naturally, though, I was on a flight plan and was utilizing flight following. My flight home was just at 2,500 feet to avoid the forecast few clouds as it was minus 2 degrees Celsius at that altitude. This made for a short, pleasurable, and peaceful sightseeing flight over familiar territory.

Twice, in the Buffalo, New York area and again near Hamilton, Ontario, visibility went down to near VFR minimums – about four miles. In the past I might have started to become worried

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just a little and maybe either turned around or made arrangements to land.

While both remained good and viable options, today yet another was to keep a close watch on the instruments, ensure no icing was starting (it wasn’t), and be sure to remain legal VFR. If visibility became further reduced I’d have the further option of requesting an IFR clearance to continue.

Putting aside the full IFR options, my instrument training left me with more options to continue VFR while providing the confidence in my ability to use my instruments to support my VFR flight.

Should this flight have been at night or if I ended up squarely in a cloud, I am confident that I’d have known and would have been able to stick with my instruments, take whatever actions were appropriate at the time, and advise ATC, all while keeping my head. Knowledge and experience can help in replacing panic with process.

For those pilots interested in an instrument rating I encourage you to go for it. You’ll find the accomplishment as rewarding as your first solo or finally getting your wings. For the others, I emphatically recommend that you invest in at least five or 10 additional instrument instructional hours – preferably in actual IMC, though any added training is better than none. Believe me, you’ll be a better pilot for it.

Fly safe(r).

Anthony Nalli is the Executive Producer of the hit television series The Aviators (www.TheAviators.TV). Anthony can be reached at CloseCalls@TheAviators.TV. The Aviators can be seen on PBS in the United States, Global and CHEK in Canada, Discovery in Asia, and online at Hulu.com.

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May 2011

Contrails Continued from Page 20 at the airport, and pondered what life would be like if the road was all there was. Without flying, I wondered, who would I be?

In thinking that I might lose it, I begin to analyze my days since I came to Buckhannon, to try to understand what made them so appealing to me. I knew that the past year had been happy and fulfilling, but I’d never taken the time to stop and think about what it was that made it so. It was time to figure that out.

In examining my routine, I thought how I loved the beginning of my work days there, waking only a few yards from the airplane that will soon bear me and the day’s first student aloft. These morning flights were gifts of the best the day had to offer, and they had become etched in my memory until I could play them at will, like an endless loop.

I hear the click of the magneto impulse in the morning stillness as I pull the prop through to prime the engine.

Then the student’s voice replies to my shouted command of “brakes and contact,” and I hear the bark and clatter of the little Continental coming to life and proclaiming that the day is good and that shortly we’ll be flying through the best part of it.

I smell the delightful freshness of wet grass, borne through the open window by

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the propeller as the engine warms, then feel the slow, rocking progress of the taxi to the end of the grass runway.

The cacophony of our takeoff shocks the slumbering cattle awake in the pasture next to the runway and the airplane bounces gently on its oleos while the wheels spray halos of dew. As the wings gain purchase in the cool air we enter the element that our machine is made for, and all of us, the airplane, the student and I, become content.

In a climbing turn, we swing over hollows still ladled with morning fog, then turn east into a sun just cresting the western ridge of the Appalachian Mountains. The still sleeping town passes below us as we continue our way toward the practice area, through a sky so smooth that the airplane lies perfectly still in the student’s hand. The ground slows and shrinks away as we climb slowly to the altitude where we’ll do our maneuvers this morning.

These thoughts and dozens of others run through my mind as it stages yet another match between age old enemies.

Practicality and matters of the heart battle to the death in my head until finally I know what I must do.

I call the company and give them my two weeks’ notice. I will cast my fate to the relative wind, as it were, and give up Continued on Page 32

The Secret Lives of Gliders Continued from Page 24 glider racing. It is a middle ground of simply taking a sailplane up for an enjoyable, relaxing, local soaring flight of an hour or two. For many pilots, this type of soaring has an appeal similar to an afternoon of fishing. Glider pilots even speak of “hooking a thermal,” like hooking a salmon or large mouth bass. The excitement one feels when getting into the core of a thermal is very similar to the thrill of

the strike to a lure in big game fishing.

It’s very addicting, almost like a drug, and once you’ve felt it, your experience of flight will never be the same.

So, fly safe; hook a good thermal; and happy soaring!

For more information, or to find a glider club or operation in your area, contact the Soaring Society of America at: www.ssa.org.

Safe Landings Continued from Page 27 approximately 1,800 RPM and then the aircraft rolled over the chocks and proceeded ahead about 100 feet where it contacted a parked aircraft. There was minor damage to both aircraft, but no injuries beyond a scraped knee when [I] scrambled from the rotating prop and fell under the wing. The chocks were insufficient to hold the airplane past a certain engine RPM. The brakes should have been set.

The tail should have been secured as well. The throttle setting should have been lower. A second pilot in the cockpit

holding the brakes and controlling the throttle would have been best.

While it is possible to find any number of published recommendations and checklists for solo hand-propping, it remains an extremely dangerous practice.

The best procedure is to follow the Federal Aviation Administration’s advice found in the Airplane Flying Handbook (FAA-H8083-3) which states in part: “An engine should not be hand-propped unless two people, both familiar with the airplane and hand-propping techniques, are available to perform the procedure…. The procedure should never be attempted alone.”

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Homebuilder’s Workshop

THE STEPS hen I got my new (to me) RV8A, the boarding step was broken and needed to be replaced. No problem, says I. I’ve owned an RV before. I’ve bought used homebuilts before.

I should have known better.

But on with the show. The first part of the process was to drill out all of the rivets holding the old step on, some going through the steel step assembly, some going through the wing root fairing, some through both. Drill ‘em all out, tug on the step, and, ta, da! Nothing.

Oh. There’s a bolt inside the fuselage. Okay…

Meanwhile, let’s take a look at what we’ve drilled out. The fairing was held in place by a whole slew of 1/8-inch rivets, looking oversized for the task. And there were a whole slew of spare rivet holes, indicating either that, one: this was not the first step to be installed or, two: the first attempt didn’t work out very well.

I’d managed to forget the plans that came with the plane when I picked it up in California, so I called Van’s tech support, always competent, seldom enthusiastic. Next step – drill out the pop rivets

W

OF IOWA

holding the baggage floor in. Okay, easy enough to do, and of course, my 60-yearold body just loves being hunched over doing that stuff. I finally gave in and removed the front seat so I’d have more wiggle room, not that it helped all that much.

With the sheet metal removed, the rest of the structure was revealed. The step weldment comprises a curved metal plate that is supposed to nestle up against the outside of the fuselage, the visible step assembly, and a tube, 1.5 inch in diameter, that goes into the fuselage and nests into a white plastic block. So now all I have to do is make the new piece fit like the last one. Right.

Except the old piece didn’t fit worth squat. It had been riveted in with shims under it, a few rivets that went in through air gaps, all kinds of ugly stuff. You do not want to know how much effort I went through to get the new parts to fit as well as possible, which is to say, not all that well.

Structurally, the main loads are taken by four, 1/8-inch rivets that go through the weldment, the fuselage skin, a spacer, and then a hanger that transfers

loads to the fuselage longeron. I made a new spacer – more on that later – and a new hanger, but the 1/8-inch rivet holes were so oversized that I took them out to # 6 screw size. I also made the hanger longer so that it could pick up two rows of rivets, for a total of eight, and curved the hanger to fit the top of the fuselage curvature. It wasn’t hard – just work the aluminum over with a planishing hammer, using a steel pipe in a vise as the dolly.

And the other rivet holes? Never could get them to line up worth a hoot, so I just abandoned them. The shear strength of a 1/8-inch rivet is something like 330 pounds, so the step should be good for more than a ton of load if all the rivets are manning up and doing their part.

And part of the fiasco was trying to get the step to work with the white plastic block in its original location. It got moved, and fortunately got moved far enough that the new bolt holes were nowhere near the old bolt holes. Two short paragraphs, maybe two weeks elapsed time. And I figured that with all the rivets holding it in place, the bolt through the plastic block probably wasn’t

necessary – the rivets would keep the end of the tube from backing out and from rotating, Ed and the plastic block Wischmeyer probably didn’t need the bolt through it.

Actually, come to think of it, that bolt probably should be there. Damn. No way I want to drill out all those rivets so I can install that bolt… Maybe a stiffener across the top of the plastic block would do as well, and be lots easier to install, too. Hold that thought.

Then came the interesting – no fooling – part, making the new fairing. The stock Van’s fairing is a simple bent piece of aluminum, and the bend doesn’t fit snug against the aft fuselage. In fact, it looks like hell. So I decided to do a piece with an expanding radius, just like real airplanes. One piece for practice, one piece that was looking real good till I screwed it up and didn’t have a shrinker to fix it, and a third piece that looks just fine.

And now to paint the fairing. Turns out that Sherwin-Williams rattle can Continued on Page 32

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May 2011

Aviation Ancestry Continued from Page 17 floundering, the Air Force ordered 567 Lockheed F-80’s.

In the meantime, the Air Force decided to salvage the F-84 program… by awarding an $8 million contract (in May, 1949) to Republic for the refurbishment and improvement of the F-84B’s, C’s, and D’s that were already in the Air Force inventory. This was right around the same time that the new F-84E was making its first flight. Naturally, the bulk of the modification work was focused on strengthening the wings, but there was also a problem with engine exhaust temperatures skyrocketing to the point where engines had to be overhauled after only 40 hours of running time.

With the F-84E, it could be said that there was finally some light at the end of the tunnel. Other than some problems with its new A1B gun sight, the “E” model was vastly improved – as well it

should have been- considering that the Air Force pumped $3.3 million dollars into the program in order to ensure that “improvements” (such as strengthened wings) were incorporated into the F-84 on the production line. The F-84E also had a larger cockpit and additional fuel capacity.

Well, the light at the end of the tunnel dimmed somewhat, because by April, 1950, nearly half of the Thunderjets (of all models) were grounded due to shortages of spare parts and engines! This was especially galling, because the F-84E (of which three hundred had been delivered at this point) was the first truly combatcapable F-84.

The truth is that the Air Force intended to deploy F-84E’s to the Far East in 1949. Because the F-84 required an exceptionally long runway, the commanding officer of the Far East Air Force (FEAF) asked for Lockheed F-80’s

instead. Consequently, when the Korean War started, the FEAF found itself equipped with a mish-mash of tactical aircraft – namely F-82 “Twin Mustangs,” F-80C’s, and some B-26 Invaders.

As the war heated up, the FEAF found itself pulling in more tactical aircraft – including F-51 Mustangs that had been slated for scrapping in Japan. This reliance on World War II aircraft may seem strange in the jet age, but the fact was that there were no airfields in South Korea which could handle jet aircraft on a long-term basis. So, the F-80’s combat role was compromised by the fact that these aircraft had to be based in Japan.

After a couple of instances in which swept-wing MiG 15’s (the existence of which had previously been rumored) were deployed against F-51’s and F-80’s in late 1950 , the USAF responded by sending a group of F-86A’s and a group of F-84E’s to the Far East. Belonging to

the 27th Fighter Escort Group, the F84E’s were transported across the Pacific via aircraft carrier. The aircraft were lashed to the flight deck, and apparently, no one gave much thought to the effects of salt spray on aluminum airframes. By the time they’d reached their destination, ninety percent of the F-84’s had sustained skin corrosion; all of the aircraft sustained corrosion to their electrical wiring, and a few of the F-84’s were discovered resting on their axles, because the salt had dissolved the steel and magnesium components of their wheels! This was most certainly, an inauspicious start to F-84 combat operations!

that I had read about and admired.

I settle into my new life and the days drift by as I adjust to my weekly schedule of seven days at the airport. I feel as if a weight has been removed from my

shoulders and I love not having to pack a bag and leave on yet another road trip.

My instructing load now increases exponentially as my availability to teach becomes known to the students.

In all of this, as sometimes happens when a defining moment occurs, one particular instant stands out in my memory, just as though my mind had captured it on film. It was June, some two months after my decision to leave the security of the road, and I was returning from a late afternoon flight with a student. We had landed just at dusk on our emerald strip,

and were slowly taxing up the freshly mowed swath of grass that led to the hangar and office. The fireflies were popping their beacons of love, and mist was beginning to settle on the valley as we approached the hangar when it hit me. It was working. I was doing what my heart had told me to do, and it was working. I was paying the bills and feeding myself, by doing what I loved.

At that moment an intensity of joy washed over me which I have seldom felt, before or since. I was home. I was home and it was so right.

This article is the second of a three-part story about the Republic F-84. Part three will appear in next month’s issue.

Contrails Continued from Page 29 salary, bonus, expense account, company car, and benefits and become, struggling but happy, a full time, self employed aviation operator, in the mold of the flyers before me

Homebuilder’s Workshop Aircraft Spruce East Coast Super Sale & Fly-in May 21, 2011 from 8am-4pm For more details visit www.aircraftspruce.com/eastsupersale2011.html Aircraft Spruce Canada Super Sale & Fly-in June 18, 2011 from 8am-3pm Brantford Municipal Airport, Brantford ON, Canada Aircraft Spruce West Coast Super Sale & Fly-in October 8, 2011 from 7am-3pm Corona, CA AIRCRAFT SPRUCE SUPERSALE! This is the time of year when we go all out by offering spectacular discounts on our most popular products and provide a chance for our loyal customers to meet our vendors.

Continued from Page 31 paint was an almost perfect color match, although there was some orange peel.

Meanwhile, the step got powder coated a nice bright white so that it would be visible, and it is.

Then, with the fairing painted, it was time to reassemble, another joyous task.

A friend helped by bucking the rivets, but sometimes we had to use pop rivets. And, of course, the rivets were unpainted. It seemed like a hopeless pain to reinstall that bolt, and I couldn’t see that it really took any loads, so I left it out. When I called Van’s tech support, I found out that the bolt is not in the newest version of the plans. Good guess on my part.

So now the step is in. I made a few flights and then winter struck with a vengeance. Now it’s spring and it’s time for the annual condition inspection,

where the biggest joy will be replacing the mixture cable.

And I’d love to put in a slug of new avionics, but I have to sell the Cessna first. Almost had a buyer, but…

••••• Had occasion to sneak by the Light Sport Expo in Sebring, FL, on the last day. Race cars buzzed by on one side, and light sport aircraft buzzed overhead.

Certainly the highlight of the visit was getting to fly the new Van’s RV-12, the only one in their product line I’d not flown except the single-seat RV-3. The RV-12 is a nice flying airplane with a sprightly roll rate. If I get to the point where I can’t hold a medical, it will get serious attention.

May 2011

www.inflightusa.com

33

BECOMING AMERICA’S FIRST AFRICAN AMERICAN FEMALE COMBAT PILOT

• • • • • • •

By Vernice “FlyGirl” Armour ’ll never forget the first time I flew into enemy territory. I was the copilot and was manning the weapons in the front gunner’s seat. Major Ruvalcaba was the pilot in command and had thousands of hours in the cobra and Huey. It was nighttime, and we were heading into the northwest of Basra against a deathly black sky; the dim light of the Moon just barely illuminating a haunting picture of what had occurred earlier in the day. The smoke from the hundreds of oil fires that had been set left a layer of smoke hanging at 300 feet. As we flew, we skimmed the bottom of this layer to stay in VFR conditions. Vehicles, some American, most Iraqi, smoldered below like the last dying embers in a charcoal pit. The smoke from the oil fires at our flying altitude created an eerie haze all around us.

As we drew closer to the Iraqi border, I followed our progress on the map.

As the co-pilot, it was my responsibility to keep us on course. There was no radio traffic and it was so quiet, I could almost hear my heart beat. As I scanned the ground, I could see a rickety metal fence coming up that divided not only two countries, but two worlds.

I counted down three clicks, two clicks, one click . . . then we crossed the border and were in enemy territory.

When we crossed over, we weren’t yet in communication with the troops on the ground. I could feel my body sink back into the seat seeking the comfort and security of the armor protection it provided. What if we get shot down? Where are we? This was no cardboard target simulation exercise. This was a living, breathing enemy that could shoot back and kill me. And that was their sole intent.

Raw fear started to take over my emotions, and I could feel myself almost physically pushing it away. I think I was terrified. It was humbling for me to realize that despite the fact that I was well trained for my mission and in control of a fierce fighting machine, I was petrified.

In that moment, I focused on what we were there to do – monitor and communicate with other aircraft that were flying with us and keep the ground troops safe. The job at hand stopped me from obsessing over the dreadful and very real possibilities. I was able to harness that “fear energy” to stay calm and

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Vernise Armour, America’s first combat pilot. focused. Now, I like to say transform your fear to fuel!

Imagine the red glow from a highpowered laser burning through a piece of steel. That’s how I felt as I searched the terrain below for anything that might put us in danger. It was all clear. Mission accomplished. We had flown into enemy territory and made it safely back out, as did our fellow Marines and their aircraft.

In the days to come we would not always be so lucky. But on this day, as we crossed back over that small gray “world divider,” I let out a sigh of relief.

People are always asking me how I ended up becoming America’s first African American female combat pilot, and I chuckle and say it’s an easy, quick story that starts out when I was four years old. In my book, Zero to Breakthrough, I go through the twists and turns my life took to bring me to where I am right now.

But, the reality is, you just become the first one to cross the line into enemy territory. One of the most impactful incidents that got me there was also one of the smallest. It happened on a hot summer day back in 1994 while I was attending the Army Advanced Camp Leadership Course and it was career day. When I walked into the aviation tent, I saw a black woman in a flight suit! That day she planted a very strong seed. Strong enough to get me to leave the police force (my childhood dream) and take on the challenge of becoming a combat pilot Continued on Page 34

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America’s First African American Female Combat Pilot

Continued from Page 33 in the Marine Corps.

And it went fast – I went from beat cop to combat pilot in three years. I didn’t even know I was going to come home from my two tours in Iraq with a title – it was a surpise to me. Did I have obstacles? Well, yes! I had many obstacles – but we all do. And we all want to create breakthroughs in our lives, but what I discovered when I returned is that many people don’t know how to overcome the challenges that stand in their way. It turns

out the lessons I learned in that cockpit apply directly to life on the ground, and not just for me. I have been out of the military for almost four years now, and travel much of my time as an inspirational leadership speaker, sharing my experiences of flight and combat. Now, I show people how to turn their fear into fuel – how to unleash their inner combat pilot, create flight plans for success and breakthroughs of their own.

To explain my process, I actually utilize a quasi-flight plan model in five phases.

Phase 1: Create your Flight plan: Where are you and where do you want to be?

Phase 2: Pre-flight: How do you mitigate the risks to your plan?

Phase 3: Take-Off: Sometimes getting plans off the ground takes a lot of power and fuel Phase 4: Execution: Once you’re up and flying, you are now navigating through challenges and obstacles Phase 5: Review, Re-charge, Re-Attack: Review your success and failures, and recharge emotionally, physically and intel-

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May 2011

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35

FLIGHT INSTRUCTORS MODEL CODE OF CONDUCT RELEASED TO WIDESPREAD ACCLAIM The Flight Instructors Model Code of Conduct (FIMCC) was released by the project’s Permanent Editorial Board.

Developed by a team of aviation professionals and drawing upon decades of research and experience, the Code recommends operating practices designed to improve the quality of flight instruction and the safety of flight training operations.

Support for the FIMCC has been widespread. “It is an outstanding document that belongs in every instructor’s flight kit,” said Barry Schiff, retired airline captain and regular columnist for AOPA Pilot magazine. His colleague Rod Machado added “If a flight instructor follows even a few of these principles, he or she will be a much better person for it. Those that use the model code of conduct to help align their moral compass will make significant contributions to our industry.” And the AOPA Air Safety Institute’s Director of Safety and Chief Flight Instructor, JJ Greenway, commented “Very nicely done! I think if

you can get this widely distributed into the aviation education community and get CFIs to heed the advice, it would go a long way toward improving the overall flight instruction experience, particularly for primary students who are just starting out and gaining their first impression of general aviation.”

A professional code can help users achieve new levels of proficiency, and the FIMCC is just such a tool, a set of guidelines that is adaptable to each flight training organization and flight instructor.

The FIMCC: • Promotes flight and ground instructor safety, professionalism, and instructor contributions to the aviation community and society at large, • Encourages the development and adoption of good judgment, ethical behavior, and personal responsibility, • Supports improved communications between instructors, students, regulators, and others in the aviation industry, • Promotes recognition of instruction Continued on Page 39

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3490 TT, 850/850 Hrs. Since Factory Reman (RAM STC), KMA-20 Audio Panel, Dual Collins 251 Com & 351 NAV, KLN-89B GPS, KR-85 ADF, KT76A Transponder, Slaved HSI, 400A IFCS, CFS-2001 SDI Hoskins Fuel Flow, Full Co-Pilot Inst. Panel, Micro Dynamics VG’s and much more. Fresh Annual, NDH, Complete & Original Logs................................................................$99,500 OBO

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History of Glacier Girl Continued from Page 12 radio operators confirmed their condition and position. Later that day two C-47 transport planes dropped supplies by parachute only to see them carried out of sight by strong winds after they hit the ground. The stranded airmen fanned out as the planes made additional drops and managed to smother the parachutes before the wind again took their supplies to the far horizon.

Supplies had arrived and everyone breathed a sigh of relief. They passed the time listening to music and news picked up on the radio from Iceland and England.

They even had an impromptu square dance on the wing of one of the B-17s.

Another favorite pastime was to ride the wind using parachutes to pull them along while sitting on burlap sacks. More supplies were dropped in the following days as rescue efforts had begun in earnest.

A 30-foot wooden launch, the Uma Tauva, was dispatched from BE-2 to get the airmen off the ice. (Among those onboard was Donald Kent, son of famed American painter Rockwell Kent, acting as an “arctic adviser”). After landing ashore and with assistance from aircraft flying overhead, the ski and dogsled team

were guided through seventeen miles of zigzagging crevasses to reach the stranded airmen.

At the crash site, preparations were being made to move out. The P-38 pilots returned to their planes to retrieve personal effects. Some fired .45 slugs into electronic equipment in case Nazi scavengers descended on the site. McManus removed the clock from his instrument panel as a keepsake. After all necessary gear was packed and ready for transport, the rescue team appeared and prepared the men for what would prove to be an exhausting hike out.

Loaded down with equipment and personal effects, members of the squadron struggled through knee-deep snow and ice for hours before reaching the edge of the cliff at the ocean’s edge. After reaching the beach, most of the exhausted men found a suitable spot to curl up and get some well-deserved sleep.

Several hours passed before the Coast Guard cutter Northland arrived.

After boarding, they were treated to showers, dry clothes and an extravagant navy meal. They were finally returned to BW-1 where they were debriefed and later sent back to the U.S. to new assignments.

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Celebrating Twenty-Seven Years of In Flight USA

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May 2011 One of the truly great things about being an aviation buff is the number of “Goodies and Gadgets” available to play with. Here In Flight USA has collected a few new ones worthy of your consideration.

Angel Flight Assistant for Managing Cell Phone and Music Links The compact and lightweight router uses Bluetooth technology to link headsets to cell phones and MP3 players. The Angel allows pilots to make phone calls or select stereo music without removing the headset.

Audio quality is excellent and navigating through the Angel is easy. It also has a built in E6B flight computer and stores cell phone contacts for speed dialing. If the pilot’s music system or cell phone is not Bluetooth compatible, there are audio inputs for jacks. A 24-hour clock with date and day are built in. The unit automatically cuts out for radio transmission or reception.

Wicks Aircraft is offering the Angel Flight Assistant for $399. It can be ordered through www.WicksAircraft.com or by calling 800/221-9425.

Start Pac 53025 Power Supply The American made Start Pac 53025 Power Supply comes in either a 12 volt or 24 volt configuration. The 12-volt version offers up to 50 continuous amps for powering up aircraft systems so that the battery can be preserved for starting. The 24-volt version offers 25 continuous amps for aircraft systems. These eight-pound units are continuous duty fan cooled with both over-voltage and over-current protection for unsurpassed safety and easy operation. START PAC also offers an entire range of patent pending ground power products including the only Lithium starting units in the world.

Call toll free at 888/901-9987 or 702/982-7089 for additional information, or visit www.STARTPAC.com.

Contributors are welcome.

Simply send a description of your item, where it can be purchased, and a photo to ed@inflightusa.com.

NARCO AVIONICS OUT OF BUSINESS Narco, the long time standard in avionics, has closed its doors and looks to be in bankruptcy. The company’s website bears simply the following message: Due to circumstances beyond our control, we regret to inform you that after over 65 years in business, Narco Avionics, Inc. has closed. A trustee will be appointed shortly to oversee liquidation of assets and assure return of Customer’s property, such as Customer’s Radios sent

to Narco for service, as soon as possible.

We are extremely sorry for the inconvenience this causes and thank all loyal Narco Customers, around the world, for their loyalty over all of these years!

Please monitor this website as informational updates will be provided as soon as possible.

At In flight USA’s press time this message had not been updated.

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

www.inflightusa.com

PREFLIGHT

TO

AIRVENTURE 2011

37

SNEAK PREVIEW: EAA WARBIRDS It’s been a decade since Warbirds in Review (WIR) presentations first appeared at AirVenture Oshkosh and each year since, the featured aircraft and pilots have grown stronger. WIR Chairperson Connie Bowlin provided a quick preview of what we can expect to see this summer.

EAA’s weeklong salute to the 100th anniversary of naval aviation kicks off Monday, July 25 with U.S. Navy Capt.

Thomas J. Hudner (Ret.), Medal of Honor recipient, appearing with an F4U Corsair painted in his Korean War paint scheme. Navy aircraft continue in the Scotts Warbird Alley spotlight throughout the week with the Blue Angels Bearcat, a Tiger Cat, and Conrad Huffstutler’s new Wildcat restoration. Be sure to mark down Wednesday afternoon, July 27, when plans are to fill Warbird Alley with naval aircraft.

Also planned for this year: a Vietnam tribute featuring the “Bird Dog” and pilots who flew this little aircraft on some very big missions; a Grumman Duck; a Seafire Mk.XV (aka a “Hooked Spitfire”); Vintage Wings of Canada’s

AIRVENTURE'S SHOWCASE RAMP

IS

IN

REVIEW 2011

rare Swordfish; two Focke-Wulf Fw 190s; a Tuskegee Airman T-6; and an F16 from the Alabama Air National Guard.

Featured P-51s during the week include the return of Bud Anderson and Old Crow; EAA’s Bob Hoover tribute on

Tuesday, July 26, begins with his appearance alongside the Ole Yeller P-51 and the Shrike Commander. (Bowlin commented, “It’s not a warbird, but for Hoover, we’ll make an exception.”) The Pilot’s Pilot returns on Friday, July 29, with aircraft types he flew in World War II, including an enemy Fw 190 Hoover used to escape POW Camp, Stalag Luft 1.

Get a second chance to see a Corsair Thursday, July 28, as Jim Tobul and his newly restored airplane appear with the crew chief who actually worked on it in Korea.

“The schedule is a work in progress for some very old warbirds, a jet or two, and a couple of restorations that are racing the clock,” Bowlin said. Warbirds in Review presentation take place twice each day of the convention, 10 a.m. and 1 p.m., at the Scotts Warbird Alley.

NOW “CONOCOPHILLIPS PLAZA”

ConocoPhillips Also Renews Commitment as “Presenter of Young Eagles” Program ConocoPhillips, an integrated energy company with interests around the world, has reached a multi-year agreement to be the presenting sponsor of AirVenture’s “West Ramp” marquee attraction area, which will now be known as ConocoPhillips Plaza.

Located at the center of the AirVenture grounds, ConocoPhillips Plaza is one of the most visited areas on the grounds and is home to many of the featured attractions, ranging from historic warbirds to the latest innovations in flight. Some of the marquee aircraft attractions expected to appear on ConocoPhillips Plaza during AirVenture 2011 include the world’s only airworthy B-29 Superfortress FIFI, U.S. Marine Corps AV-8B Harrier II, and Naval Heritage Aircraft honoring the Centennial of Naval Aviation, plus many others.

“Given our longstanding history in and on-going appreciation for aviation, we are pleased to expand our participa-

tion at this year’s EAA AirVenture,” said Kristi DesJarlais, Manager Global Brand and Community Investments for Conoco Phillips. “With the introduction of the ConocoPhillips Plaza, along with our 7,000 sq. ft. exhibit which will showcase our Phillips 66 Aviation fuel and family of automotive branded fuels and lubricants including Phillips 66, Conoco, 76 and Kendall motor oil, we look forward to being an integral part of the event and serving as the welcome point for customers and distinguished visitors alike.”

ConocoPhillips Plaza’s dedication ceremony is planned for Monday morning, July 25, the first day of AirVenture 2011.

Following the afternoon airshow later that day, ConocoPhillips Plaza will host REO Speedwagon in the Opening Day Concert, presented by Ford Motor Company.

“Hundreds of thousands flock through AirVenture’s marquee attraction area each year,” said Tom Poberezny, EAA and AirVenture chairman. “Conoco

Phillips has been a long-time AirVenture supporter, and we are delighted to bring them on board as the title sponsor of ConocoPhillips Plaza. Their support is a big reason why we are able to bring in the marquee attractions featured at Oshkosh.”

ConocoPhillips Plaza also will be home to several presentations and opportunities for attendees to meet air show performers, innovators, and other noted speakers throughout the week on a newly constructed stage designed to bring military and general aviation notables to the AirVenture audience.

Additionally, ConocoPhillips is continuing its financial commitment to EAA’s Young Eagles program as the “presenter of the Young Eagles.” A longtime supporter of Young Eagles, Conoco Phillips renewed commitment will help ensure the pathway for young people toward becoming aviators.

“Thanks to the support and commit-

POPULAR AEROMART BACK AGAIN Call it a swap meet, consignment sale, or clean out the hangar sale.

Aeromart provides one of the best places for individuals to sell their extra aircraft parts and other aviation related items.

Since 1992, Aeromart has been among the most popular annual attrac-

tions at AirVenture. It has always been operated by volunteers and is now managed by Oshkosh's own EAA Chapter 252, "The Steve Wittman Chapter."

In 2010, approximately 21,000 people visited the Aeromart sales tent to shop through the almost 6,000 items that were

FOR

ment from forward-thinking organizations like ConocoPhillips, the Young Eagles program has become the most successful youth aviation education program in history – showcasing limitless opportunities in the aviation world,” said Steve Buss, Young Eagles executive director. “We are honored to continue to have ConocoPhillips as the ‘presenter of Young Eagles’ as we grow the next generation of aviators.”

Since 1992, the EAA Young Eagles program has flown more than 1.6 million young people free of charge. Recent research shows that these young people are five times more likely to become pilots than non-Young Eagles and already comprise more than seven percent of the nation’s pilot population under age 35.

Advance purchase admission tickets and camping for all dates of AirVenture 2011 are now available at a discounted rate. Visit www.airventure.org/planning/advance.html.

AIRVENTURE 2011

consigned by 400 different vendors.

Those vendors were EAA members with unused or extra aviation related parts and tools who turned them into extra money, while possibly helping others to complete their projects.

Being a vendor is easy. Parts can be

dropped off at Aeromart when arriving at AirVenture. You'll pay Aeromart $1 per consigned item at check-in, plus 12 percent of the sale price after the item sells (plus an additional five percent for Wisconsin sales tax). When you leave Continued on Page 38

PREFLIGHT

38

TO

NEW LIFE: RUTAN'S CATBIRD BEING READIED If a cat has nine lives, maybe a Catbird has at least two. For the past 15 years or so, Scaled Composites Model 81 aircraft, better known as the Rutan Catbird, could be seen hanging - inverted - from the ceiling between Scaled’s offices and the flight center in Mojave, California. These days it’s back in the shop, being restored to airworthiness by volunteers so it can be flown to AirVenture Oshkosh this summer and take part in EAA’s Tribute to Burt Rutan on Thursday, July 28.

Catbird is a high-efficiency, all-composite, five-place, single-engine GA aircraft designed by Rutan when Scaled was owned by Beechcraft in the 1980s.

Originally a potential replacement for the Bonanza, Catbird was one of the designs included when Scaled was sold back to Rutan and partner the Wyman-Gordon Company in 1988. Catbird replaced the Defiant I as Burt’s personal aircraft and itself was later replaced by Boomerang.

When Rutan announced plans to retire last year, Zach Reeder, project engineer at Scaled, recalls mentioning to him, “You know, we need to drag that airplane down,” pointing to the Catbird hanging from the rafters. “Burt’s response to me was, ‘You can get it down if you can get it to Oshkosh.’” That lit the spark, and this past January, after talking with some others about it, steps were taken to tackle the challenge. If everything goes as planned, the aircraft will make its first engine runs in late June, test flights in early July, and be all ready for the flight to Oshkosh.

Other volunteers working on the airplane include Jim Reed, an A&P mechanic with the spaceship company, and other folks from the Scaled and Mojave neighborhood. The volunteer group is sponsored

by Burt and Tonya Rutan, Mike Melvill, Aircraft Spruce, Lycon, Airflow Performance, Hartzell Propeller, and Weldon. (Those wanting to contribute to the

AIRVENTURE 2011 FOR

project can contact Jim Reed via e-mail.)

The fact that this project is even possible is due, Reeder said, to the care with which it was attached to the ceiling back in the mid-1990s. “It was hung there very carefully by Mike Melvill,” he said. “The airframe is in great condition.” Melvill is the long-time associate and test pilot for the Rutan Aircraft Factory and Scaled Composites, making maiden test flights in 10 of Rutan’s designs including SpaceShipOne. He also made the first flight in Catbird.

The airplane’s engine and nose wheel had been removed for use on the Scaled Model 202 aircraft, Boomerang.

Its panel was also taken out prior to being raised and, Reeder said, “Other parts of the plane were scattered around.”

They got out the scissors lift in midJanuary and carefully lowered Catbird from the ceiling. Originally a pressurized aircraft, the special heavy-duty canopy was in excellent shape, as were the flight

OSHKOSH FLIGHT

Scaled Composites Model 81, Catbird, made its first flight on March 14, 1988, at Mojave Airport in California, with Mike Melvill at the controls. controls. It’s a fairly low-time airplane, with a total of 340 flight hours.

Catbird, which has appeared at two Continued on Page 42

AIRVENTURE CONCERT BAND WELCOMES NEW PERFORMERS Planning for the AirVenture Concert Band is well under way, and conductor Elton Eisele is again looking for EAA members who play a musical instrument to perform in the ensemble’s fifth annual concert during AirVenture 2011.

Here’s your chance to become part of the world’s only air show concert band!

Since the first band performed at AirVenture 2007, more than 150 different musicians have participated - from retired people to junior high students, for-

mer military band members, and those who had not picked up an instrument in 20 years.

Rehearsals are Tuesday and Wednesday mornings (July 26-27) at 89:30 at the Nature Center, and sheet music will be sent well ahead of time so members can practice. The concert is scheduled for 6:45-7:30 p.m. at Theater in the Woods on Wednesday.

Sign-up is through Saturday, May 14; visit the AirVenture Concert Band’s

“CHEROKEES

TO

Facebook page, or go directly to the signup site at www.airventure.org/ news/ 2011/110407_concertband.html.

Can’t fit that tuba into your RV-6?

Those who play large instruments can reserve an instrument with Heid Music, located conveniently close to the airport entrance on South Park Street. Call 920/651-4343 to reserve an instrument.

OSHKOSH” SCHEDULES MINI CLINICS

In preparation for its mass arrival to AirVenture 2011, Cherokees to Oshkosh has scheduled several mini-clinics.

To see these clinics dates and locations (still being updated at In Flight USA’s press time), visit www.cherokees2osh.com/notams.asp, then click the "View Cherokees to OSH Mini Clinics in a larger map" link below the map.

Even those pilots not planning to join the group at Waupaca or Oshkosh

this summer are invited to attend a clinic.

Please contact the host of the clinic you would like to attend and advise them you would prefer to observe the training only.

You'll meet some great pilots, and may even decide to register and fly the group arrival to AirVenture 2011, scheduled for Friday, July 22, at 1 p.m. There is still room and you can sign up at www.cherokees2osh.com/registration.asp.

Popular Aeromart Back Again Continued from Page 37 AirVenture, simply stop by to pick up any of your remaining unsold items.

Aeromart will be in the same location as last year - at the southwest corner of the Exhibit area next to Camp

Scholler, making it easier for campers to transport their parts to and from the Aeromart location.

For more information about how Aeromart works for both sellers and buyers, visit www.aeromart.webs.com. The

website includes an "Information for Sellers" page with details on how sellers can prepare in advance to reduce their check-in time, as well as answers to other commonly asked questions.

If you cannot find answers to your

specific questions about Aeromart or if you are interested in volunteering at Aeromart, contact the Aeromart staff by email at OshKoshAeroMart@gmail.com.

May 2011

www.inflightusa.com

What’s Up Continued from Page 26

May Days! ! !

I Was Reminded I was reminded last month about another reason I love my day job.

Working with first time buyers and student pilots brings pure joy to my sometimes boring days at the airport. When I get young excited folks wanting to join us in the friendly skies sitting at my little round table in the front part of my office, that really is my happy place. I had that experience again last month when I spent some time with two very ready-to-go young men who wanted their first airplane and couldn’t wait to log their first hour. From that meeting on I become the “big brother” (not their big bother) and together we embark on the road to their first solo. I wish all of you could experience that feeling; there’s nothing better that I can think of if you are going to be in my business.

I know you don’t need me to remind you of the special days that lie ahead during this month. We all have or have had a mother. Whether you still have her with you or not, remember “her” day. Hard as it may be for you to believe this, my mom is 90 and still sends me to my room.

A few more special days for this writer, who will be watching his youngest daughter graduate from college. Phew, glad that’s over! I have two other kids out of our five with birthdays, and I suppose the most important day is my wedding anniversary. What a great month!

Finally, I always try to include our troops in my columns in some way. You can honor those troops past, present and future by making sure your flags are out and flying with pride in front of your homes on Memorial Day. That’s Thirty!

“Over”

It’s Going To Happen!

After so many of you telling me to write “the book,” heads up for my first forthcoming book – make that books.

They are started and I hope to have the first one in your hands before too long. I can’t tell you how excited I am that this is really going to happen. I’m referring to this time in my life as Chapter Three.

!

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Flight Instructors Model Continued from Page 35 as a highly respected and rewarding profession.

The FIMCC is designed for flight instructors at all levels – from light sport to instrument, multiengine; at large flight schools or as independent operators.

Most pilots look to flight instructors as experts. The manner in which instructors teach and the examples they set impact the safety culture of aviation. The Code of Conduct will help instructors serve as role models for the entire aviation community.

The Code of Conduct received extensive industry review and presents a vision of flight training excellence within its seven sections: (1) General Responsibilities of Instructors; (2) Students, Passengers, and People on the Surface; (3) Training and Proficiency; (4) Security; (5) Environmental Issues; (6) Use of Technology; and (7) Advancement and Promotion

39

of Aviation Instruction. The Code of Conduct is a living document and will be periodically updated to reflect changes in standards, practice, and the aviation environment.

The Flight Instructors Model Code of Conduct is the latest in a family of similar codes including the Aviation Maintenance Technicians Model Code of Conduct, the Aviators Model Code of Conduct, the Glider Aviators Model Code of Conduct, the Light Sport Aviators Model Code of Conduct, the Seaplane Pilots Model Code of Conduct, and the Student Pilots Model Code of Conduct. Each is available as a free public service along with supporting materials at www.secureav.com.

The Permanent Editorial Board is presented at www.secureav.com/PEB.pdf. For more information about the Code of Conduct, contact PEB@secureav.com

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

www.BONNYDOONAIRFIELD.com

Celebrating Twenty-Seven Years of In Flight USA

40

May 2011

EAA/DAHER-SOCATA INTERNSHIPS ANNOUNCED Students to work at France Facility, AirVenture Jessica Miller of Hutchinson, Minnesota, and Shelby “Blaine” McCaleb of Savannah, Georgia, will receive the work internships of a lifetime, as they have been named recipients of this year’s EAA/Daher-Socata International Scholarships. The internship program, now in its fifth year, provides each recipient with a five-week internship at Daher-Socata’s Tarbes facility in France, located in the shadow of the Pyrenees Mountains. Upon their return to the U.S. they’ll spend a week at the EAA Air Academy in Oshkosh, Wisconsin, where they’ll help Socata during EAA AirVenture 2011.

All travel, lodging, and work experience is included, as well as a side trip to the Airbus facility at Toulouse and to the Paris Air Show. For an aspiring student working toward a career in the aviation industry, it’s a dream situation.

“This opportunity with EAA gives a one-of-a-kind experience for these internship recipients,” said Nicolas Chabbert, president of Socata North America.

“They will spend some time with us, in

their field of choice such as marketing, production, organization, design, support, or service. It will make a difference in the future careers of the interns.”

While Daher-Socata is currently providing American students a chance to study abroad, the company has encouraged EAA to find companies in the U.S. willing to share such an experience with young people from other parts of the world. For instance, the two interns will have the opportunity to interact with Socata employees as part of a unique cultural exchange.

“Daher-Socata’s commitment provides an incentive, a challenge to EAA Young Eagles, an opportunity for them to explore a variety of career directions within the aviation field firsthand, to see what the future holds,” said Elissa Lines, EAA’s vice president of business and donor relations. “For a student, nothing is more important. The cultural exchange, the educational opportunities, and the impact on their lives are tremendous.”

Jessica Miller is a junior at St. Cloud

FULLER MEETS WITH FRIENDS

By AOPA ePublishing staff In the wake of the Los Angeles City Council’s decision to seek legislation to

close flight schools at Santa Monica Municipal Airport and alter departure paths at the airport, AOPA President Craig Fuller met with the airport support

State University in St. Cloud, Minnesota, where she is majoring in aviation management with a minor in finance. Active in planning and supporting aviation programs in the community and avidly flying since age 15, Miller has her singleand multi-engine commercial pilot certificates, and is currently studying to become a CFI. Miller hopes to open a flight school in the future, providing affordable options to those wanting to experience the thrill of aviation.

“Even though I have achieved quite a lot for a young person, I am just beginning my goals in aviation,” said Miller, who has flown into all 136 public airports in Minnesota. “I am so excited to complete my certified flight instructor rating because my goal is to teach others to fly.

My dream job is to fly corporate jets, while donating my time to help youth gain interest in aviation and earn pilot licenses.

After all, youth are the future of aviation.”

Shelby “Blaine” McCaleb is a junior studying industrial design at the Savan-

OF

nah College of Art and Design. He is presently designing, and will be building, a multi-hull racing boat almost entirely out of carbon fiber, a project in which he researched the aerospace industry for many solutions. Later this year, he will be designing and building an ultralight aircraft or rotorcraft.

McCaleb recalled that, when younger, his father would take him out to the airport on weekends, where they would “punch Mooney-sized holes in the clouds.”

“My very first memories are those of sitting in his lap, with my hands on the control column of one of his Mooneys at 2,000 feet,” said McCaleb, who hopes to obtain his sport pilot certificate in the near future. “While other kids in school had posters of rock stars and bands on their walls, I had posters of planes and jets. It only seems fitting that ‘airplane’ was my first word, and 23 years later I am starting my career in the aircraft industry

SANTA MONICA AIRPORT

group Friends of Santa Monica Airport on April 20.

Pilots volunteered to help support Santa Monica Municipal Airport.

“Santa Monica and this group represent the hope for general aviation,” Fuller told more than 100 group members at Santa Monica Aviation. “We will work with you, stand with you so that the airport will continue to function as is. When we fight hard, define clear objectives, and stand together, we will protect the freedom to fly.”

AOPA has worked to ward off many threats at Santa Monica Municipal Airport, including numerous environmental studies and attempts to ban Category C and D aircraft. The Friends of Santa Monica Airport group formed in 2010 to help build support for the facility and combat continued attacks.

Fuller shared steps that the group can take to help build support for the airport in the local area. Involving opinion leaders and educating the public on the value general aviation and the airport to Santa Monica and Southern California are critical, Fuller said. He also suggested the group host airport events to bring the community to the airport and encouraged building a support base through social media resources such as Facebook.

AOPA offers free online resources for pilots and airport support groups to use to promote their fields and demonstrate the value of their airport. For more information visit www.aopa.org/advocacy/airports

May 2011

www.inflightusa.com

41

Light Sport Flying By Ed Downs

IS YOUR TOWER ASLEEP he answer to the question posed in the title of this month’s column might be, sport pilots don’t care.

To be sure, recent weeks have set the media ablaze with stories of fear and trepidation, as brave, but apparently helpless, pilots are forced to land their airplanes without the critical and essential words from the FAA of “cleared to land.”

Media experts (really?) would have the general passenger public believe that landing without a tower in operation to utter those empowering words, “cleared to land,” leaves all aboard in deadly peril.

Okay, perhaps this writer is being a bit dramatic, but having a general belief that landings can not be made safely without a tower clearance does not do recreational flying any good from a PR standpoint, when citizens discover that their local community airport is “uncontrolled.”

So, how does this tie in with the topic of sport pilots and S-LSA’s?

Actually, quite directly, as the basic minimum flying time (20 hours) required to obtain a sport pilot certificate is based

T

upon training that does not include operation at tower controlled airports or complex airspace, like Class D, C or B. One might conclude that not being able to fly into airports with towers would end up with a virtually worthless pilot certificate, but nothing could be further from the truth. A visit to www.aopa.org gets you into some statistics that would have media “experts” fearing for their lives!

There are just over 5,000 public use airport in the U.S. A bit over 500 of these public use airports have control towers, with well over half of those closed at night. That leaves the basic sport pilot with 4,500 airports to use. Do the math; 90 percent of all public use airports (many served by airlines) have no tower, and pilots manage to land successfully on a rather regular basis. Going a step further, there are just over 14,000 private use airports in addition to the 5,000 public use airports. Private use airports include thousands of grass strips belonging to ranches and farms, heliports, STOL ports, hunting reserves and other specialized

AT THE

facilities. The fact is, many of these airports are used by general aviation pilots on a regular basis. Get the picture? The basic sport pilot has a lot of options without needing to hear those magic words, “cleared to land.”

But, what if a sport pilot does want to use tower controlled airports or complex airspace? A student sport pilot simply needs to comply with FAR 61.325 which states that training must be given regarding the use of such airspace in order to meet training defined in FAR 61.94. This is a long winded way of saying that a student sport pilot must undergo the same complex airspace training required of a student private pilot. An endorsement is made in the student sport pilot’s log book, and they are good to go in complex airspace. This includes the same provisions a student private pilot must meet to fly in Class B airspace. As can be seen, complex airspace training can be integrated into sport pilot training, with the resulting sport pilot being able to land at any airport except the primary air-

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port within Class B airspace. Cool!

But, what if you obtained a sport pilot certificate without the complex airspace endorsement? Simple, undergo the FAR 61.325/94 training and get an endorsement. Okay, what if you are an existing pilot (private, commercial, ATP) flying without a medical certificate and exercising the privileges of a sport pilot?

Do you need a complex airspace endorsement? Nope, your pilot certificate proves that you already have the required training and are good to go. Recent surveys show that nearly all sport pilot trainees are receiving the complex airspace training and obtain an endorsement as a matter of course. The fact is, sport pilots are well trained and fully capable of utilizing the national airspace system and all related airports.

Let’s go back to the top of this column and pose the question, “What would you do if you could not get a ‘cleared to land’ clearance from a control tower that should be talking to you?” Who knows, Continued on Page 42

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Celebrating Twenty-Seven Years of In Flight USA

42

May 2011

SANDRA CLIFFORD: TWENTY-FIRST CENTURY RISING STAR SEEKS SPACE RIDE

By Herb Foreman ust as we sat down to begin this interview in the lobby of the San Carlos Airport, a good friend of Sandra’s happened to come by, Michael Baum. He rushed to our table to say hello. When he found I was interviewing Sandra, he was quick to say, “No one intimidates her. She goes full bore! She is totally immersed in aviation!”

I found Michael’s remarks an under statement. Words seemed to tumble from her mouth as she began to describe the purpose of her life. I thought of the words altruism/altruistic, selfless devotion to the welfare of others or motivation for the good of others rather than for one’s own gain. As I began to find out more about Sandra, the more I sensed this to be true.

She was recently elected president of the prestigious Northern California Aircraft Association and is determined to do a good job, but I am getting a little ahead of her climb up the ladder to fame.

She is a native of California, born in San Francisco but graduated from Redwood High in Marin County. She owned up to

(Herb Foreman) Sandra transferred to San Jose State after graduation because of an affordable aviation program. She paid for her private license by becoming a waitress. She began coming to the Sky Kitchen in 1991, meeting her father there, halfway between their two homes. She graduated from San Jose State in 1995 where she majored in Airport Management.

Sandra began working in customer service for Reno Airlines while still in school, getting up at 3:50 a.m. so that she could be at the San Jose Airport at 5:30 a.m. and then to school. She served a term as president of AAAE (American Association of Aircraft Executives). She was literally living, eating, and sleeping at the airport.

In the beginning, Sandra was intrigued with flying. She loved the view of California from the air, the vineyards of Sonoma County, the Golden Gate Bridge that enticed one to enter and explore all of San Francisco. Flying down the coast to Half Moon Bay was the icing on the cake. It was wonderful but not enough. Soon, she became immersed in the process of obtaining the ratings necessary to make aviation a career.

Sandra began ferrying aircraft to and from every state in the Union except three, Maine, Alaska, and Hawaii. In 1998, she won a Woman in Aviation scholarship that enabled her to obtain her type rating in the Cessna Citation. Upon Continued on Page 43

of that deviation to the Administrator.

Pretty clear, isn’t it. You are the boss, not ATC, not your passenger, not your boss, not your autopilot. Never surrender or delegate your PIC responsibilities. The Airman’s Information Manual (AIM) has specific recommendations for landing at a towered airport with no communication and spells out loss of communication procedures for IFR aircraft that allow them to proceed to their destination, meaning landing. In general, you do not land if the preceding aircraft has not fully

cleared the runway. You must consider if executing a missed approach (go-around) might place you in conflict with other airborne traffic. You need to consider traffic that might be behind you. It is your call!

Maintain situational awareness (heads up!) and be ready to make that final landing decision. The fact is, a well trained sport pilot might be better prepared to make the landing decision when a tower does not respond than the airline pilot who can not remember his last non-towered landing.

Catbird’s original registration, N187RA, has lapsed and they were not able to reacquire it. “A guy with a Citabria has it and would not give it up,” Reeder said. However they were able to register the plane as N187RR and will retrace the second “R” next to the first so they won’t need to re-do the whole thing.

“We might even be able to use a part of the old A,” Reeder said.

When Scaled employees threw Rutan a retirement party earlier this year, Catbird was on display, sitting on its gear with a borrowed prop from a Long-EZ.

Catbird, with Melvill at the controls, won the 1988 California CAFE 400 race for overall airframe efficiency, fuel consumption, speed, and payload performance. The aircraft also still holds two Fédération Aéronautique Internationale (FAI) world speed records: Class C-1b (takeoff weight from 500-1,000 kilograms), 401.46 km/hr (249.45 mph) over a 2,000-kilometer closed course with Dick Rutan at the controls; and Class C-1c (1,000-1,750 kilograms), 413.78 km/hr (257.11 mph) over the same course, this time with Melvill at the controls.

J

Planning a trip at the Sky Kitchen. having a very active outdoors life with much swimming in the summer and skiing in the winter. Whatever her father did, she did. He flew a C-150 and a Pitts. On her 19th birthday, he presented her with a one-hour demonstration flight from Don Korock’s Golden Gate Aviation (now the Hiller Aviation Museum) at San Carlos.

The hook was set!

Light Sport Flying Continued from Page 41 they may be wide awake and wanting to talk to you, but faced with jammed frequencies or a talkative pilot who blocks their transmission. You may have experienced a com failure. To be sure, there may be those who will not share the following conclusions, but they have worked well for this writer for over 55 years. First, take a look at what FAR 91 has to say: 91.3 Responsibility and authority of the pilot in command.

(a) The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft. (b) In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency. (c) Each pilot in command who deviates from a rule under paragraph (b) of this section shall, upon the request of the Administrator, send a written report

New Life: Rutan's Catbird Continued from Page 38 previous EAA conventions including its 1988 debut, is the first aircraft in which Rutan used forward-swept, all trimmable T-stabs. The same design was used on later aircraft including the first White Knight.

Melvill has also played a key role on the project, Reeder said.

“Mike has been unbelievable,” he said. “He has provided many parts from his own hangar, including a Beech 76 Duchess nose gear.” Melvill modified it inside and out so it fit in the Catbird’s

wheel well. Reeder and company also made the rounds at Mojave’s many hangars. “We generally beg borrow and steal for parts.”

The key item came from the man himself; before retiring Rutan provided a TO 360, the same powerplant as was originally in the Catbird, as well as the Rockwell 112. Brakes and fuel systems have been restored. Engine and firewall forward work is yet to be done, as well as the avionics, which at this time has yet to be determined. They’re looking into possible sponsorship for the panel, Reeder said.

May 2011

www.inflightusa.com

AOPA SLAMS L.A.’S ATTACK

By Alyssa J. Miller (AOPA) he Los Angeles City Council passed a resolution April 20 to build support for legislative or administrative action to alter the departure path because of safety and air pollution concerns, and close flight schools at Santa Monica Municipal Airport. AOPA weighed in with its opposition, saying that the airport has an “impressive safety record” along with operational limitations that mitigate noise, safety, and environmental concerns.

“We are disappointed that the Los Angeles City Council has chosen the path of political grandstanding over an opportunity to engage in a serious discussion about resolving community concerns in a way that allows Santa Monica Airport to continue to serve legitimate aeronautical uses, as it is obligated to do,” said Greg

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Pecoraro, AOPA vice president of airports and state advocacy.

The resolution claims that the departure path for Santa Monica airport intersects with those used at Los Angeles International Airport, creating delays in which jets at Santa Monica idle on the airport and “spew high concentrations of air emissions into neighboring West Los Angeles communities.” It also cites safety concerns of having six flight schools at the airport, claiming that they “expose the densely populated local neighborhoods to potential safety hazards of pilot errors or inexperience in aircraft overhead.”

The resolution allows the city of Los Angeles to lobby on Capitol Hill and at the FAA to curtail those operations.

AOPA informed the city council that curfews, alternate departure routes, and maximum noise-level caps already dictate what types of operations and aircraft

ON

43

SANTA MONICA

can be accommodated at the airport. The association also pointed out that the FAA “has essentially held out a blank check to construct additional safety infrastructure,” but the city of Santa Monica has refused.

“A sincere concern for public safety would seek to encourage and implement these safety procedures rather than engage in political posturing,” wrote Pecoraro. He also pointed out that Santa Monica and Los Angeles are responsible for allowing residential development so close to the airport, disregarding “long held best practices for appropriate land use around airports.”

AOPA explained that in addition to being a safe airport, Santa Monica Municipal also contributes significantly to the economy in the Los Angeles area. “In these economically challenging times, the sponsors of this resolution are showing a

callous disregard for the many people and businesses whose livelihoods depend on this airport,” Pecoraro continued.

The association requested to take part in discussion regarding the future of the airport and its operations and encouraged the Los Angeles City Council to take some time to examine the airport’s impact and value before taking any action.

AOPA President Craig Fuller is in California and is working to help protect the airport. Fuller met with the airport support group Friends of Santa Monica Airport on April 20 to update them on the issue and AOPA’s discussions with the FAA. AOPA has come to the defense of Santa Monica’s airport numerous times when the city has tried to ban Category C and D jets and blocked efforts in the California state legislature to require additional environmental studies aimed at fostering more operational restrictions.

Sandra Clifford: Twenty-First Century Rising Star Continued from Page 42 receiving it, she took her father on a Bay Tour in the jet. He had not been aware of her efforts with the citation, which made the tour even more exciting.

As the ratings came, Sandra had to decide whether to seek a position with the airlines or continue with corporate positions, which would keep her closer to home. Corporate flying seemed to fit her profile the best. From 2002 through 2005, she flew for Clinimetric, a three billion dollar bio tech firm, flying nurses and other personnel to medical meetings throughout the U.S. Clinimetric had three aircrafts, an A-36 Bonanza, a beautiful six-passenger Saratoga, and a Commander 114.

She spent countless hours flying for Eclipse Aviation serving as a contract pilot. Sandra had hoped to own an Eclipse one day, and the company’s failure was a great disappointment. She presently has more than 5,500 hours in her log book, flying 54 different types of aircraft, which is a lot considering the kind of flying she has been involved in.

She has time in all of both the Cessna and Piper line of aircraft.

Although flying was her greatest goal in life, “romance” has landed along side as well. Sandra met a man on the fuel island at Read-Hillview Airport in San Jose. It may have been “love at first sight” for both Sandra and her future husband. She has stepped up as mother to a ready-made family, inheriting two fine sons. She has become a “super mom” as

well as a “super pilot.” She still has time to fly country wide for one client in a Turbine Bonanza.

Perhaps, the story of Sandra Clifford is just a beginning. She has yet to fulfill her role as president of the Northern California Aviation Association. She is the founder of Women in Aviation in the Bay Area. Sandra is also a board member of the San Jose State Aircraft Advisory Board, and she is the scholarship chair for Women in Corporate Aviation. Flying is the greatest gift she has ever experienced.

She still loves doing it every day. She wants every generation to find the passion she feels for it.

As our interview came to an end, I asked Sandra one last question. If I could wave a magic wand and grant your wish, what would you like for the future? Her immediate answer was, “I would like to be an astronaut and learn more about space.”

Sandra would like to take a “space trip” and is already thinking of putting a down payment on a $200,000 ticket to be one of the first women to seek a ride on an upcoming commercial venture.

She also wants to be a good mom and live to see her two sons become successful in managing their dreams for the future.

Sandra is thinking of limiting her flying to one to two times a week in order to accomplish all of her projects. She mentioned that she and her husband own a sailboat that is anchored in Sausalito.

More use of the boat may take some of

the stress from her life.

I can see why the words come tumbling from her mouth. She needs to talk and move quickly to achieve all of her

ONE

dreams.

The future looks good for this “rising star.”

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May 2011

LOS ANGELES OFFICIALS TRY TO SNUFF OUT SANTA MONICA MUNICIPAL AIRPORT (SMO) FLIGHT SCHOOLS

By National Business Aviation Association n April 21, the Los Angeles City Council passed a resolution supporting efforts to close six flight schools operating at Santa Monica

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Airport (SMO), based on the patently false and politically motivated allegation that they are a safety hazard. The council’s resolution also expresses concern about the safety of the departure paths utilized from SMO, and the environmental impact of aircraft taking off and land-

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ing at the airport.

The resolution has no immediate effect, because the airport is owned and operated by the City of Santa Monica, not the City of Los Angeles. Moreover, earlier this year a federal court held that only the Federal Aviation Administration (FAA), not Santa Monica, can impose restrictions on aeronautical activities at SMO based on safety.

But the Council’s unjustified criticism of flight schools is the latest in an unfortunate trend of local actions unfriendly to general aviation in the region. In January of this year, a court of appeals in Washington, DC ruled against an attempt by Santa Monica officials to ban “Category C and D” aircraft from SMO, indicating that such a ban would violate terms of a grant agreement made when accepting federal funds for the airport. In that dispute, NBAA was joined by the Aircraft Owners and Pilots Association in submitting a “friend of the court” brief that strongly supported the FAA’s position that the proposed ban violated terms of a grant agreement made when SMO officials accepted federal funds for the airport.

The proposed jet ban was one of several actions taken by local officials to hinder or prohibit general aviation opera-

tions at California airports. Last year, Los Angeles City officials adopted noise restrictions that will phase-out Stage 2 aircraft from operating at Van Nuys Airport (VNY), and in 2009 the FAA rejected a proposal by Bob Hope Airport (BUR) to restrict operations by both Stage 2 and Stage 3 aircraft.

With regard to the latest action taken

by Los Angeles officials against flight schools at SMO, FAA spokesman Ian Gregor stated: “Nobody has offered one bit of evidence suggesting that Santa Monica flight school operations are anything but safe.” While Los Angeles cited a July 2010 accident at a nearby golf course, “the fact is that the pilot in that crash was an experienced commercial pilot, and not a student.”

NBAA is continuing to work with its Members, other aviation groups and other stakeholders to advocate forcefully for preserving general aviation access at the nation’s airports. The Association will continue working to protect the integrity of the national aviation system on both the local and national level, and will keep Members advised as this most recent situation unfolds.

For more information, contact NBAA’s Dan Burkhart at dburkhart @nbaa.org.

EXPLOSIVE EXCITEMENT AT 2011 CALIFORNIA CAPITAL AIRSHOW The California Capital Airshow (CCA), a non-profit organization dedicated to promoting the importance of aviation for continued economic growth, inspiration and educational opportunities for today’s youth, and enhancing awareness for the service and sacrifice of our military men and women, recently announced that the 2011 show will thunder into Sacramento on Sept. 10-11, 2011.

Captivating audiences at Mather Airport, the sixth annual CCA will mesmerize all ages. Tickets to the 2011 show are now available online and can be easily purchased at the Airshow web site, www.californiacapitalairshow.com.

“We are excited to announce the dates of the 2011 airshow. This year’s event will entertain, captivate, and educate fans of all ages,” says Darcy Brewer, executive director of the California Capital Airshow. “Airshow fans will get to see an exciting line-up of performers from the electrifying Patriots Jet Team debuting their new six-jet performance, to the

explosive, heart-pounding, live 3-D museum, Tora! Tora! Tora!, to a thrilling array of military jet demonstrations, worldrenowned aerobatic performers, warbirds, vintage aircraft and so much more!”

The CCA web site will be updated regularly with news, attraction information and more. Community members and attendees can also follow the airshow on Facebook and Twitter (#calcapairshow).

About California Capital Airshow Established in 2004, the California Capital Airshow has become one of the largest and highly-respected airshows in the nation. As part of its community relations, the non-profit organization has awarded over 70 scholarships to deserving students from our region with an interest in science, technology, engineering, math, aviation, aerospace, and aeronautics. For more information about the California Capital Airshow, please visit www.californiacapitalairshow.com.

May 2011

www.inflightusa.com

Marilyn Dash’s

45

The Pylon Place

AVIATION MUSEUMS EDUCATION AND COMMUNITY CONTRIBUTION n Aviation Museum brought me to flight. My entire flying career can be traced to that fateful day when I walked into the Hiller Aviation Museum and volunteered. I’ve told the story many times how Stan Hiller took a special interest in inspiring me to become a pilot. With his nudging and the opportunity to meet so many pilots who were available to teach, share, and inspire – I was on my way.

Since then, I have travelled to many other Aviation Museums around the country and have found so many reasons to dedicate this month’s column to these museums, their volunteers and the programs they have in place today to inspire our youth to dream of aviation as a career or just a passion.

A

Hiller Aviation Museum Since the beginning, Hiller has had hands-on programs for kids, scout troops and adults who are still kids at heart. In the beginning, we had monthly model airplane contests – also known as Flight

Craig Hoskings’ Double Take performed inverted takeoffs and landings and now hangs in the Learning Center at Planes of Fame.

(Steve Wallace)

Even Famous Pilots like Steve Hinton has some fun in the Learning Center.

Hinton has some fun in the Learning Center.

(Steve Wallace)

Smithsonian – National Air and Space + Udvar Hazy

The best Hands-on exhibit is a flight in a general aviation aircraft.

(Steve Wallace, Planes of Fame) Nights – which were a hoot. Using rubber-band powered airplanes from kits, volunteers helped the kids put these kits together and then make adjustments for better flight characteristics. Group participation was applauded and awards were given. And there was an open division for us older kids, however I never won.

They have incorporated additional programs for after-school aviators – special adventures for kids. These programs meet weekly to visit different areas of interest including navigation, aerospace, historic and military aviation.

Their aviation day camps are weeklong summer programs focused on different areas of aviation. Each includes hands-on activities and flying models as well as aircraft demonstrations, games and much more.

The Flight Sim Zone has been an enormous hit. The set up allows for an instructor to work with a group of young aviators and teach them about flight planning and navigation, then allowing them to use flight simulators to fly their flight plans over the SF Bay area. Basically taking a toy or game and making it more relevant by adding an educational element.

The speaker programs have drawn so many of the local residents to the museum. Speakers have included Tuskegee Airmen, Les Williams; Brian Shul of SR-71 fame; Burt Rutan and his SpaceShipOne; Rex Wilhelm, shuttle astronaut and local hero; and additional programs on the Constellation, Saturn V, Naval Aviation, Starlab, Flying in Alaska etc., etc., etc., The future holds so much more. The

plans for additional hands-on exhibits on weather, engines and propulsion, as well as how airports work are all in the planning stages. Every day, they have the chance to inspire the next aviators, aerospace engineers, astronauts, test pilots, or private pilots.

Imagine living close enough to the Smithsonian Institute and the National Air and Space Museum or the Udvar Hazy Center. Not all of us are lucky enough to be in their general area, but the Smithsonian has fixed that by creating electronic field trips and educational videoconferencing programs. Other online activities include airplane anatomy, geography from space, development of commercial aviation and many more.

These programs enable educators to use technology to bring this information to the classroom – wherever that classroom may be.

Planes of Fame The Planes of Fame Museum in Chino, CA has joined forces with San Bernadino County to jointly support their Continued on Page 46

Celebrating Twenty-Seven Years of In Flight USA

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May 2011

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Continued from Page 45 airshow each year. This year will celebrate the Centennial of Naval Aviation.

One hundred years ago Eugene Burton Ely landed his Curtiss Pusher aboard the USS Pennsylvania and, after having lunch with the Captain, proceeded to fly back to shore, hence, the birth of Naval Aviation. This year’s celebration will include representative aircraft, and a panel of U.S. Navy Veterans being moderated by Jonna Doolittle Hoppes.

The County of San Bernadino understands how much the museum and the airshow bring to the community by way of revenue and employment – they are upgrading the airport and adding new hangar space. The airshow brings tens of thousands of visitors to the area each year which helps the local area businesses.

When it comes to educational programs, the museum has made serious strides in the last few years with their Hands on Aviation Center. Some of the exhibits include: – The History of Military Photography, Women in Aviation (WASPs) and a 45 seat multiplex theatre to share videos or presentations.

Interactive kiosks include – aircraft engine sounds, the Wright brothers bicycle shop, equipment to teach aircraft building techniques including clecos and rivets. There is also a rocket launcher exhibit and two flight simulators linked together with an ATC controller communication link to make the experience even more realistic.

National Museum of the US Air Force One of the best virtual tours I have ever seen would be the National Museum of the U.S. Air Force. You can walk through the entire museum, gallery by gallery, and click on the different exhibits for additional information. This tour is incredibly well done.

They’ve created lesson plans for educators to use, school programs, and resource guides, everything you would need. And they have not only created educational programs for kids, they have museum lecture series for adults as well.

There is always something for an aviator to do on a rainy day.

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Outside of museums, other programs are available, including Girls with Wings.

Lynda Meeks took it upon herself to create a place for girls to learn about aviation.

I have been lucky enough to be asked to help at one of her events and walked away

What would it take to inspire the next great pilot?

(Steve Wallace, Planes of Fame) with a permanent smile. Lynda takes the group through a process where they all learn about each instrument on the aircraft panel and through hands-on exercises, discover what each of the instruments mean and how it is used. The summation is a group of inspired young ladies who now believe they can be pilots – when 90 minutes before, they never would have considered it.

Universal Programs Some programs are available at nearly all aviation museums. These include merit programs available for scout troops. Programs are set up to assist Boy Scouts in earning their aviation and weather merit badges and the Girl Scouts to earn their aviation patch.

The Young Eagles program has been around since 1992 and works with the local EAA Chapters to give interested young people (ages 8-17) the opportunity to fly in a general aviation airplane.

These flights are provided free of charge and are made possible by the local EAA chapter members. Since the inception, more than 1.6 million kids have been flying with over 42,000 volunteer pilots. It is another incredible program designed to share our passion and inspire others.

Call To Action In one word…inspire! Inspire someone, old or young, male or female, to learn more about aviation and maybe become a pilot, a mechanic, an engineer, a designer, etc., Support your local aviation museums; there are several museums in all 50 states. Find the one or two or 10 closest to you and venture out there on a sunny day. Learn what programs they have to inspire others and become part of the culture. Volunteer if you can. You will gain so much more than you give. I am proof of that.

SPECIAL FEATURE FLIGHT INSTRUCTION

47

SPIFF UP YOUR SKILLS

By Ed Downs ost likely, the reader of this article is already a pilot. You take pride in your skills and the effort you invested in obtaining your certificate. But, are you really the airman you would like to be?

There are many options available for improving knowledge and proficiency, most of which are great fun and some of which are absolutely free. Let’s step through some options, by the numbers, and see if we can come up with an idea that captures your interest or imagination.

1. FAR’s come first. We all have to face the FAA required flight review every 24 calendar months. We all know this is not a “flight check” but face the embarrassment of not performing well.

Let’s try another approach. Look for a CFI who is current and skilled in the plane you fly. You decide, in advance, what you would like to brush up on. Go into the flight review ready to discuss the type of flying you do and what you would like to improve on. Concentrate on maneuvers that require superb slow speed control and teach skills that are applicable to many situations. Short and soft field landings fall into that category.

Short field work demands a stabilized, constant angle approach and teaches precision touch down planning. Soft field landings are often overlooked, but are directly applicable to night landings, landings on snow and landings on very wide runways. Use the ground training to

M

fully understand what is going on with TFR’s. A discussion about collision avoidance and runway incursions is an absolute necessity in today’s ATC world of “cram and jam.”

2. Now for free stuff. Take a look at www.faasafety.com. The FAA Safety Team (FAST) program is regional in its approach and has a very local appeal to it.

When first selecting this URL, you will set up a “logon” that takes you through the typical username/password trick, but adds a questionnaire that asks you to set up a “profile.” The profile lets you tell the team about the type of flying (or maintenance) in which you normally participate, allowing you to select information to be sent to you by e-mail. You will then receive notices about local FAA seminars, safety programs sponsored by local FBOs, safety tips and advisories, changes to FARs, airspace alerts (TFRs) and new resources posted to the FAA Safety web site. The FAST program offers a huge library of outstanding reading material and training videos covering a wide variety of subjects. The FAST Team now hosts a recently updated and revised WINGS program. Those who are not familiar with the WINGS concept are invited to view an introductory video followed by official enrollment. Completing the wings program qualifies the participant as having completed the FAR required Flight Review. This is a terrific, fun and educational program, and it is FREE! 3. How about a tail wheel

endorsement? “But,” you say, “I don’t own a tail dragger.” Who cares! The skills you will pick up cut across every airplane you will ever fly. First, get past this “taming the tail dragger” stuff. Tail wheel airplanes do not need to be “tamed.” The pilot simply needs to learn new skills of control and proficiency.

New S-LSA’s, like the Legend Cub, are showing up in flight schools which combine the thrill of living history while enjoying an electrical system and full deck of avionics. Isn’t it time to stop being that pilot who watches a classic airplane taxi by, just wishing you had the skills to fly it? Step up, be a “real” pilot!

That ought to get some comments!

4. Then, there is aerobatic training. Okay, this writer admits to getting airsick. I am not an aerobatic pilot. But this writer is proficient in recovering an airplane that has severely misbehaved.

That skill is called, “unusual attitude recovery,” and training is being offered by an increasing number of flight schools around the country. Unusual attitude recovery training will give you skills and confidence that cannot even be imagined until you participate. The plane you train in will probably be a tail dragger (see above) and allow you to view the horizon at angles you have never seen before. By the way, these aerobatic pros know that you get airsick, and are committed to making your flights an exciting, comfortable, learning experience.

5. How about an instrument rating? To be sure, the effort put into obtain-

ing an instrument rating will tune you up in a wide variety of ways. But be careful.

Instrument flying skills are lost quickly unless one complies with minimum FAR currency requirements (preferably much more) and practices on a regular basis. An instrument rating is NOT a parachute, to be deployed when needed. The real value of an instrument rating may not be just the weather aspect, but the ability to operate in the ATC environment. How about tying your required flight review, or just a couple of hours of dual, in with a flight into a “monster” class B airport All of these big class B airports have GA terminals that will welcome you. Be sure to review airport diagrams and ATC procedures. You may be surprised at just how accessible these airports are, once you have the knowledge needed to be safe.

6. Finally, are you planning a vacation this year? How about planning your trip to coincide with one of the terrific mountain flying courses that are held around the country. Heading for a lake or river holiday? Consider adding a seaplane rating to your skills. This can be done in a single weekend. The lessons learned in how to operate from a back country field in the mountains or indentifying the smooth water landing area on a moving river are directly applicable to your everyday flying.

Okay, let’s summarize. Proficiency is not something you have, it is something you do. It requires intentional action and consistency. Now it is your turn. Stop “wishing,” and start “doing!”

PIPER OFFERS ARCHER LX READY, SET, FLY TRAINING Piper Aircraft Inc. is offering new Archer LX customers their own private pilot training in about three concentrated weeks at Vero Beach Municipal Airport.

The Piper Ready, Set, Fly program helps new aircraft owners learn to fly safely and efficiently, and promotes growth in general aviation by encouraging people to become pilots.

The Ready, Set, Fly training program for Piper Archer LXs will take place in customers’ new aircraft at Vero Beach, Florida. Piper made the announcement on the first day of the Sun ‘n Fun International Fly-In & Expo in Lakeland, Fla. “Piper’s Archer LX Ready, Set, Fly program solves several of the common detractors to successfully learning to fly, according to recent AOPA independent

research,” says Piper Executive Vice President Randy Groom. The AOPA study indicated that those detractors were lack of convenience, the quality of instruction at some facilities, and scheduling hassles that hinder progress for prospective student pilots.

“Piper’s program addresses the convenience issue head on, because the standardized training course will be offered in a highly concentrated, three-week course, with a dedicated, professional instructor,” Groom says. And with a concentrated program, prospective Archer LX pilots will learn to fly safely and efficiently in professional environment while enjoying the flying benefits of a warm, pleasant coastal environment, and they will get to do it in their very own aircraft.” Using customers’own new Piper Archer LX air-

craft for training also answers the issue of subpar flying equipment found at some training locations.

Zero Time to Private Pilot The custom program created specifically for Piper Archer LX owners will enable them to go from zero time to completion of their private pilot training safely and efficiently. This new and innovative training program emphasizes Piper’s commitment to help build the aviation industry by providing a safe, professional entry-level pilot-learning environment.

“Piper’s Archer LX Ready, Set, Fly program was created specifically as a means to introduce aspiring pilots to aviation through the Piper product line by giving them an opportunity to step in and

step up as their flying career progresses,” says Groom. Ready, Set, Fly further illustrates Piper’s continuing commitment to the light aircraft segment and to the critical general aviation mission of attracting new pilots to the industry.

The Archer LX is a single-engine aircraft powered by a Lycoming 0-360A4M, 180 hp engine able to fly 128 ktas / 237 km/h with a range of 522 nm (822 km). With the Garmin G500 avionics suite, it costs $309,900 new. If already a qualified private pilot, Archer LX customers can apply their Ready, Set, Fly privileges toward another FAA certification. Customers may also elect to conduct the training at another location with the training provider of their choice.

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ICAS SURVEY INDICATES AIR SHOW TICKET PRICES HAVE INCREASED A recently completed survey of ICAS event organizers indicates that air show admission ticket prices have increased significantly since members were last surveyed in the spring of 2008.

Based on the responses of more than 100 event organizers, the average (mean) cost of an adult admission ticket purchased at the gate in 2011 will be $19.07 (vs. $13.98 in 2008). The median price for an adult, on-site ticket will be $20.00. The mean average price for an advanced purchased, adult ticket during the 2011 air show season will be $15.33 (vs. $12.03 in 2008) with a median price of $15.00.

“Based on this survey and anecdotal information that has been coming in during the last eighteen months, it appears that air show event organizers now recognize that admission prices had been too low for many years,” says ICAS President John Cudahy. “Average adult ticket prices are now approaching $20 and there are now a number of shows charging $25 per day.”

By comparison, the average ticket prices for an NFL football game in 2010 was $76.47 and a National Hockey League game ticket averaged $54.25.

The average cost of a one-day admission ticket to a destination amusement park like Disney or Universal Studios was $72.72 and regional amusement park adult ticket prices were $44.20 per day.

“Even with the recent increase in average ticket price, air shows are still a bargain as compared to virtually any other entertainment options,” says Cudahy.

Ticket prices for seniors and children attending air shows in 2011 have shown similar increases with on-site senior tickets selling for an average of $16.89 in 2011 vs. $11.74 in 2008 and children’s tickets averaging $8.44 this year vs. $6.10 in 2008.

The complete results of this most recent membership survey will be published in the second quarter issue of Air Shows Magazine.

CESSNA OBSERVES 20TH ANNIVERSARY OF CITATIONJET'S FIRST FLIGHT Cessna Aircraft Company, has observed the 20th anniversary of the maiden flight of the CitationJet prototype.

On April 29, 1991, pilots Bob Leonard and Bob Carnahan took off from Wichita’s Mid-Continent Airport, reached an altitude of 10,000 feet and checked handling and trim characteristics, engine response and more.

Powered by two Williams-Rolls FJ44 advanced turbofan engines, the CitationJet was the first business jet to use a true natural laminar-flow wing.

These features allowed for a roomier cabin, faster speeds and more range than the original Citation 500 and its replacement, the Citation I. The acquisition and maintenance costs of the six-passenger, T-tailed CitationJet attracted many firsttime Citation owners.

“The price and the performance of Williams International’s all-new FJ44 series advanced turbofan engines allowed Cessna engineers to create an entirely new generation of light business jets with the CitationJet,” said Jack J. Pelton, Cessna’s chairman, president and CEO. “The CitationJet was a success from the moment it was announced at NBAA in 1989 and was instrumental in Cessna

The Cessna CitationJet prototype's first flight, taken on April 29, 1991. today boasting 6,100 Citations, the largest fleet of business jets in the world.

“Many of the concepts that made the CitationJet an impressive breakthrough influenced the development of future Citations, such as the Citation X and Citation Excel,” he added.

The CitationJet prototype was eventually joined by other pre-production aircraft for the certification program. FAA certification was achieved in 1992 and deliveries began in 1993. The CitationJet rapidly became one of the world’s most popular light jets and inspired an entire family of aircraft (the name was shortened to CJ): the CJ1, CJ1+, CJ2 and today’s current production versions, the CJ2+, CJ3 and CJ4.

Cessna delivered 359 CitationJets, and today the CJ series fleet has surpassed 1,450 aircraft.

May 2011

www.inflightusa.com

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May 2011

Flying With Faber THE GRAND DEL MAR RESORT -A SUPERB DESTINATION Stuart J. Faber and Aunt Bea ithin any contemporary urban and suburban megalopolis, it is rare to find 380 lush acres.

Yet, amidst the immense sprawl of San Diego County, defined by the swath of the wide ribbon of I-5 which rambles southward from Orange County to the Mexican border, The Grand Del Mar Hotel and Resort and Spa has been magnificently carved out of an agglomeration of gated communities the result of which is an oasis where, just minutes from the Interstate, one can become immersed in paradise for days – or as many as you desire. Just twelve miles from downtown San Diego, a half hour drive from either Carlsbad Airport or San Diego International Airport, this resort is a destination unto itself. As soon I approached the inviting entrance, I knew that I would want to plunk myself down, and later explore the buildings and acreage and never venture from the premises.

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moments of my arrival, I was mesmerized with the grandeur of this place. I wanted to savor every square foot of The Grand Del Mar and the surrounding landscape. So I arrived, checked in, and never left the grounds until check-out.

Top Notch Staff One might think that a resort as elegant as The Grand Del Mar would be staffed by a bunch of snooty, supercilious folks who address the guests with phony accents, goofy, haughty affectations and who display an air of being superior to the guests. But I found just the opposite.

Every staff member I encountered was natural, down-to-earth, sincerely friendly and extremely competent and responsive.

I felt pampered but not imposed upon.

Dining The cuisine was so sensational at the resort, I concluded that there was no need to venture out, search for parking and take my chances elsewhere. It was a wise decision. Each meal was better than the one before.

with an emphasis on seasonal California ingredients is served with aplomb. At least half of the produce is procured from Crow’s Pass Farms in nearby Temecula.

Reflecting Bradley’s classic style, menu highlights include entrees with intense flavors and simple, yet masterfully combined ingredients, such as crevettes rouge with Indian curry, kumquats and crispy capers; Loup de mer with uni, basil and spiced bouillabaisse; and lamb rack Persillé with blanquette de endive and aged balsamic gastrique-fancy names, but tempting, delicious cuisine.

The three- or four-course prix-fixe menus offer guests choice selections for each course; $80 for three-courses or $98 for four-courses. There is also a cheese cart featuring 10 exquisite cheeses from California, Wisconsin, Italy and France.

Addison’s Carte Blanche Menu is a special offering wherein Chef Bradley will create seven courses “for the table” for a prix-fixe of $140 per person.

ic ceilings with mirror insets. The bar area is graced with two immense limestone fireplaces, plus a lovely terrace for al fresco dining.

Menu highlights include enticing appetizers such as chilled ginger pea soup with curried crab and caviar; butter lettuce salad with buttermilk dressing, crumbled blue cheese and crispy onion rings; and duck confit flat bread with goat cheese and caramelized onion. Entrees include: pan-seared arctic char with truffle risotto, chanterelles and sweet corn broth; and duo of beef (petit filet and slow-braised short rib) with cipollini onions and red wine jus. A rotisserie is used to roast savory seafood, game and meats, including veal chop with gratin of asparagus and prosciutto. The resort’s acclaimed wine program is the brainchild of The Grand Del Mar’s talented Wine Director and Advanced Sommelier, Jesse Rodriguez. He has created a compelling wine list featuring intriguing global and local offerings, as well as an impressive list of wines by the glass. Masterfully complementing the Mediterranean-influenced cuisine, Amaya’s wine list emphasizes a wide range of selections from Spain, Italy and France.

Dining on the Amaya Terrace (Courtesy Grand Del Mar)

Amaya Restaurant Magnificent Entrance (Courtesy Grand Del Mar) Very few resorts engender that mood. I regard many hotels, even some resorts, as sleeping quarters-merely as command posts for off-property ventures-and that was my original objective as I embarked on my visit to The Grand Del Mar. True, there are plenty of attractions to enjoy within a few moments of the resort. For example, you can explore the charming seaside villages of La Jolla, Del Mar or Solano Beach. The bustling metropolis of San Diego offers urban treasures in the revitalized downtown.

The renowned San Diego Zoo should not be overlooked. But within a few

Addison Dining Room (Courtesy Grand Del Mar)

Addison Restaurant Named after Addison Mizner, Addison features acclaimed Chef William Bradley’s artisanal approach to cooking. Contemporary French cuisine

Located on the lower level, Amaya commands sweeping views of the adjacent Grand Golf Club and Los Peñasquitos Canyon Preserve. American and Mediterranean cuisine dominate the menu.

Casual with a decidedly elegant motif, Amaya is appointed with the same striking décor as the resort. In this spirit, sun-splashed interiors feature a mix of exquisite materials, including a color palette of soft earth tones; elaborate carved stone columns, graceful marble arches; richly detailed upholstery and window treatments; decorative wrought iron light fixtures; intricate wood wainscoting and crown moldings; and dramat-

The Magnificent Minzer Suite (Courtesy Grand Del Mar)

Rooms and Suites Unequivocally, the rooms and suites at The Grand Del Mar are among the most luxurious, tastefully furnished and comfortable I have ever experienced.

With commanding golf course or pool-front views, the resort’s distinctive Mediterranean style is reflected in the 249 elegantly appointed guestrooms, which feature gilded gold and wrought iron accents, a deep blue, pale yellow and gold color palette and intricately handContinued on Page 51

May 2011

www.inflightusa.com

Flying W ith Faber Continued from Page 50 stenciled ceilings.. Although it might seem at first glance that the rooms are excessively opulent, that certainly is not the case. The designers accomplished the impossible task of fashioning a soft, relaxing residential feeling within a bold, distinctive décor.

Accommodations feature luxurious suites, spacious two-bedroom presidential suites (expandable to three bedrooms), one-bedroom specialty suites, luxury one-bedroom suites (expandable to two bedrooms) and executive suites.

Guestrooms are all equipped with top-quality amenities and fine touches.

Amply sized marble-clad bathrooms with European-style soaking tubs and separate showers, dual vanities and 13-inch flat screen televisions, plush bathrobes, lavish bath amenities and candles. Pillowtop beds with goose-down pillows, 40inch flat-screen TVs, three dual-line phones, love seats and a wet bar area leave little else to desire.

The historic style of Addison Mizner, an architectural visionary whose design approach launched the “Florida Renaissance” in the 1920s – defining the

CHINO AIRCRAFT SALES

resort communities of Palm Beach and Boca Raton – is felt throughout. Inspired by the decorative arts of Spain, Portugal, Italy and Morocco, Mizner’s exotic touches are evoked throughout The Grand Del Mar, with its graceful arched doorways, rotundas, ornate stone and wrought iron accents, striped awnings, generous patios and gracious verandas.

Chief design architect Robert Altevers blends the romance and opulence of Mizner’s distinctive Mediterranean designs with decidedly Southern California flair.

If the rooms and suites don’t suit your fancy, try one of the 5-million-dollar Villas. Elegantly appointed with more than $500,000 worth of fine furnishings and accessories, the Villas are designed in the same striking Mediterranean style as the resort and feature sweeping panoramas of the fairways. Offering two floor plans, the two-story residences range from the 4,500-square-foot “Brisa Villas,” to the 5,000-square-foot “Loggia Villas.” Each model features three large bedrooms (including a 1,500-square-foot master suite) and four and a half bathrooms (including dual his and hers baths

BOB CULLEN BOB@CHINOAIRCRAFT.COM

(909) 606-8605 (951) 264-6266 CELL (909) 606-8639 FAX See our inventory @ www.chinoaircraft.com

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

The Golf Course Even non-golfers will be tempted to take a scenic journey through this magnificent landscape. With spectacular fairways that wind throughout the pristine valleys of the beautiful Peñasquitos

7th Hole

(Courtesy Grand Del Mar)

Canyon Reserve, the private rolling greens of The Grand Golf Club are the centerpiece of the resort. This championship-quality course deftly captures the essence of Southern California’s coastal beauty with its varying elevation, diversity of its bunkering, and impeccable manicured fairways and greens.

San Diego’s only Tom Faziodesigned course originally opened in 1999 as part of the Meadows Del Mar, a private residential community of 134 home sites. In 2003, Manchester Grand Resorts, purchased the land – including Continued on Page 52

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

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

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

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

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

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

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

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

1981 152, 1150 SMOH, new paitn & interior.

New annual. $29,500.

1977 C172, 1450 SMOH, late paint, IFR. $37,500.

1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.

1961 COMANCHE 250/260, fueld injected, 1310 SMOH, 4400 TT, no AD on propeller, tail SB complied with, NDH. $49,500 must sell!

1962 FORTUNE 500 G-18 hi-cabin tail dragger, 350/350 SMOH, new int., Custom paint. King IFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.

1973 TURBO AZTEC, 1150 SMOH, fresh annual, MX20, Garmin 430 SL3, STEC 55, AP, $84,500 1967 680V TURBINE COMMANCDER $149,500.

Will finance.

1977 LEAR 24, 2500 hrs to TBO, all records RVSM, LR fuel, Part 135 air ambulance.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

1979 TOMAHAWK, in license $17,500 OBO.

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

WE RENT TWINS CHEAP!

1979 TOMAHAWK, 1310 SMOH, low price, offer.

1956 CESSNA 310 - $80/hr.

1961 COMANCHE 180, 0 SMOH,IFR, AP, $54,500.

1974 C421B, 300/1100 SMOH, loaded. $165,000.

1960 CESSNA 310 - $100/hr.

CESSNA 340 - $250/dry

off the master bedroom). State-of-the-art kitchens with central islands and breakfast rooms, landscaped yards with covered terraces, outdoor fireplaces and built-in stainless steel barbecues, second story balconies; sunken outdoor Jacuzzis; and two car garages are also available.

High-tech features include: retractable floor-to-ceiling windows in the living room, with outdoor heaters that allow for a seamless, climate-controlled indoor /outdoor living space; media rooms; and elevators to the second story.

The Villas are finished with limestone clad arched entryways which lead to an oversized great room. Hand-trawled Venetian plastered walls, cast stone accents, arched glass windows, handstenciled ceilings, custom wainscoting, antique chestnut wood floors, limestone fireplaces – need I say more?

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

At Chino Airport Southern California’s High Volume, Low Priced Aircraft Dealer!

Best Buys Available Anywhere!

Largest Selection of “In-Stock” Inventory in the West!

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1975 WARRIOR,680 SMOH, IFR, $37,500.

1967 TWIN COMANCHE, 300 SMOH, 69,500.

Low cost Twins for rent & training. Seneca, C310, C340, C421 with safety pilot. Cherokee 160 IFR trainer dual KX155 with simulator lessons. Build complex/high performance time in a Cessna 210.

DISCOVERY FLIGHTS $50! Flight instruction single/multi engine, IFR, BFR, IPC

Celebrating Twenty-Seven Years of In Flight USA

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May 2011

Flying With Faber Continued from Page 51 the golf course, clubhouse and a parcel zoned for hotel development. The course was renamed The Grand Golf Club, and the extensively renovated and expanded clubhouse was opened in September 2006.

Melding extreme playability with stunning natural beauty, the 18-hole, par72 course features 7,160 yards spread over a lush 380 acres. A variety of tee locations span from 4,824 to 7,160 yards in length, accommodating all levels of play.

Most recently, a set of green tees was installed. Measuring 4,824 yards (in comparison, the red tees measure 5,045), the new tees are the most forward tee box on each hole, and provide beginner and intermediate golfers the opportunity to play a slightly easier course.

In addition, the course is over seeded each fall to provide optimum playing conditions throughout the winter.

Fees include use of state-of-the-art carts – stocked with complimentary beverages and refreshments – equipped with Laser Link range finders for exact yardage to each hole. Snack and beverage stations, as well as comfort stations, are situated throughout the course. Also offered are complimentary yardage books, a launch monitor to measure balls in flight and professional club fittings using the Zelocity PureLaunch – the latest in radar technology.

Couples Getting Re-Acquainted at the Spa. (Courtesy Grand Del Mar)

The Spa After a challenging encounter with the links, there is nothing like a visit to the spa. The Spa at The Grand Del Mar is like no other I have ever seen. Devoted to the deliverance of a sublime experience of relaxed, renewed and restorative wellness, the spa’s comprehensive programs and a la carte services are designed to reconnect guests with enriching elements of the earth: warm mineral muds and clays, native herbs, soothing stones and calming botanicals.

Services offered encompass a full slate of natural therapies, including cleansing facials and invigorating hydrotherapy body treatments, plus fitness consultation and classes ranging from yoga to weight training, and nature walks and hikes in the adjacent Preserve.

The 21,000-square-foot spa houses

11 beautifully appointed treatment rooms for massage, facials and hydrotherapy, including a plush couple’s suite – a great venue to inspire (or re-inspire), romance.

Separate male and female club-style locker rooms feature lavishly appointed relaxation rooms, complete with a stone fireplace; shower, steam and sauna areas; European-style wet rooms; an indoor Jacuzzi with a shared outdoor Jacuzzi and an expansive spa pool.

Here are a few samples of the luxurious treatments: Immersion in The Grand Del Mar’s luxurious, state-of-the-art ‘free-floating’ Spa system, followed by an aromatic body scrub of organic rosemary and natural healing compounds – a fitting prelude to a relaxing and rhythmic body massage. This decompression, scrub, body wrap and massage take 120 minutes.

The Stone Scrub starts with warm, soothing stones applied to the body, followed by an invigorating all-over body scrub and finished off with a brisk tonic massage to stimulate circulation.

The 90-minute extremity massage consists of warmed, aromatic oils massaged into the scalp, head and neck and are complemented by a therapeutic herbal footbath and reflex foot/hand therapy.

Meetings and Get-Togethers After a visit to the couple’s spa, you

might want to get married and have a reception. Or, you may just want to organize a pilot club event. From corporate retreats to family reunions, a host of banquet and function rooms awaits your selection. Here are just a few options.

The Grand Del Mar accommodates a full range of meetings and events – from intimate cocktail parties, to romantic weddings or corporate functions. The resort can host events for up to 600.

Highlights include: The ornate 10,000-square-foot Elizabeth Ballroom allows automobile access and also has a built-in stage. It can accommodate gatherings of up to 600.

The 2,500-square-foot Manchester Salon and Terrace can host up to 140 for a seated dinner. This richly appointed space features four stone fireplaces (indoors and out) and an outdoor terrace with views of the golf course, Aria Lawn and Los Peñasquitos Canyon.

The magnificent 3,330-square-foot Elizabeth Capella chapel can accommodate up to 350 guests, and is not only perfect for weddings – the pews are easily removable to transform it into an ideal 240-seat venue for a seated dinner.

Three wine-themed rooms (which can be connected), span approximately 700 square feet each and accommodate 75 to 95 guests each for a reception and 30 to 40 guests each for a banquet. A fourth room is located in the resort’s Wine Cellar and holds up to 20.

Learn at the finest soaring facility in the country!

Arizona Soaring, Inc. Estrella Sailport since 1969

www.azsoaring.com P.O. Box 858 Maricopa, AZ 85239

Cooking Class (Courtesy Grand Del Mar)

(just south of Phoenix)

(520) 568-2318

Other Fun Stuff to Do

FAST-TRACK TRAINING is our specialty We train more glider pIlots than anyone!

15 Sailplanes - Racers to unlimited ACRO

Addison’s French country-style kitchen is the backdrop for Chef William Bradley’s culinary workshops. Guests can participate in hands-on gourmet cuisine preparation after which they are invited to sample their creations.

Wine Director Jesse Rodriguez hosts Continued on Page 53

May 2011

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TALES FROM THE SKY KITCHEN CAFE Written by Dr. Mike Paull Reviewed here by Herb Foreman and Victoria Buonocore an Carlos dentist, Mike Paull was the unanimous choice of the nominating committee that in 1986 made him the first president of the San Carlos Airport Pilots Association. Mike, an expert pilot with approximately 4,000 hours in his log book was the perfect choice. The association thrived and became one of the largest and most influential local pilot groups in California with more than 500 members. Mike is instrument rated and is a certified flight instructor. He soloed at San Carlos in a C-152 in 1977, 34 years ago.

His book, Tales from the Sky Kitchen Cafe describes 13 pilots who regularly ate lunch at the Sky Kitchen ruled by owner, Ben Abolmoluki, his wife Zorah, and their children Paul and Ladan. It is a delightful story that leaves the reader with warm feelings regarding the cama-

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raderie generated at the 12 seats around the center table over the past 35 plus years. One might call it the seats of the 12 apostles multiplied by three or four times each day as pilots leave and others take their places at the table.

Walter J. Boyne, former director of the National Air and Space Museum who was inducted into the Aviation Hall of Fame in 2007, writes an inspiring forward that produces a desire to read more.

In the first chapter, Mike tells the reader of his experience as a student pilot and the exhilaration of his solo flight in a C-152 that caused him to swallow the hook and enter the world of aviation. He quickly began climbing the ladder as most pilots do by earning his private license and becoming instrument and multi-engine rated.

Mike soon discovered the fraternity of pilots that meet at the Sky Kitchen. He sums up the first chapter with the following, “It was there at the center table of the Sky Kitchen Cafe where I spent almost

every one of my lunch hours for 20 years.

It was there where I met life-long friends who share their experiences with me, and whose stories I now share with you, in The Tales from the Sky Kitchen Cafe.”

Every pilot knows that one of the first things he or she does after earning a license is to offer his or her friends a ride to show off his or her skills. Mike’s best friend, Len took to the air as a duck to water. In fact, one of his first landings was botched by strong winds that put the C-172 into the waters of the bay. It did not deter him, however, and he went on to become an excellent pilot and owner of his own Bonanza. He became the association’s second president, doing an excellent job of keeping the airport a successful venture.

What a coincidence! Three of Mike’s subjects, Phil Webster, Hap Hollaran, and Herb Foreman participated in WWII in the Pacific Theater. Phil flew a B-29 in 35 combat missions that included the first and last strike over to Tokyo.

At times, his plane was the “pathfinder” marking the target for those that followed. On March 9, 1945, he flew in a bombing raid over Tokyo that created the largest fire storm in recorded history.

Three hundred thirty four B-29s wiped out 17 square miles of the city.

Hap was not so lucky. On his third mission as navigator in the Rover Boy’s Express, his plane, flying at 31,000 feet was shot down. He bailed out at 27,000 feet in an air temperature of 58 degrees below zero, free falling to 8,000 feet before pulling the rip cord. He spent 67 days in solitary at the Kempe Tai Prison in downtown Tokyo near the emperor’s palace. At one time, he was stripped naked and displayed in a bear’s cage at the Tokyo Zoo. Herb Foreman was helping to end the war in the Philippines as first scout in an infantry company when Hap was shot down. He entered Tokyo in September of 1945, assigned to headquarters troop of Continued on Page 54

the description of heavy iron.

Montgomery Field (KMYF) is a friendly general aviation field. My favorite FBO is Gibbs Aviation, 858/277-0310.

During my next visit to The Grand Del Mar will I venture from the resort? I

think not.

For more information, call 858/3142000 or visit the visit the website at TheGrandDelMar.com.

Flying With Faber Continued from Page 52 a variety of wine tasting events for groups, including an intimate two-hour wine tasting experience offered for a minimum of five and a maximum of twenty-five guests. Wine pairing dinners for which Bradley and Rodriguez combine their talents provide an unparalleled wine and fine dining experience in Addison’s elegant private dining room. This exclusive threehour dinner is available for a minimum of 10 and a maximum of 30 guests.

For groups of families or meeting attendees, the resort can organize yoga sessions, tennis (on one the lighted outdoor courts), swimming lessons and golf instruction, biking and horseback riding, team building activities, bird watching and surfing lessons. The Grand Del Mar offers a complete activities program, spearheaded by an onsite naturalist who orchestrates a line-up of recreational events – such as nature walks, children’s canyon expeditions and mountain bike tours.

back course. I have always enjoyed that approach. It seems like the localizer takes you between the tall buildings on either side of the approach. Landmark Aviation, 619/298-7704 is the FBO who I found to be less friendly to airplanes that do not fit

Complete Propeller & Governor Service

Airports Among the airport choices are McClellan-Palomar (KCRQ) which is north of San Diego and about 30 minutes from the resort. JetSource, 888/438-0877 is my FBO choice. San Diego International (KSAN) is just north of downtown San Diego and also 30 minutes from the resort. Although the ILS approach is to Runway 9, most landings are to Runway 27, which is a localizer

Mike Baird

Propellers

1-800-553-7767 1-800-458-2487 1-419-447-4263 Fax: 419-447-4042 1778 W. St. Rt. 224 Tiffin, OH 44883

Gary Bibler

Governors

Celebrating Twenty-Seven Years of In Flight USA

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May 2011

SUN ‘N FUN 2011 AWARD WINNERS Ultralights

Frank Metcalf, Villa Rica, GA

Grand Champion

Best Interior

Best Amphibian - Metal

2011 Airbourne T-Light Russell Duncan, Asotin, WA

2010 Glasair Super IIS RG - N71RP Randy Pinkston, Wadesboro, NC

1983 Lake Renegade - N1402C Bill Schmaltz, Deerfield Beach, FL

Reserve Grand Champion

Best Workmanship

Best Float Plane - Metal

2010 Nirvana Rodeo Jared Dewitt, Nokomis, FL

2010 RANS S-7S Courier - N353TK Thomas K. Chapman, San Antonio, TX

1971 C182 P Seaplane - N64BK William Kitchen, Windermere, FL

Best Commercial Ultralight

Best Auto Engine

Rotorcraft

2011 Belite Supertrike James Wiebe, Wichita, KS

2010, Titan T-51 Mustang - N35ITG Travis H. Gier, Naples, FL

Outstanding Rotorcraft

Innovations - Ultralight

Warbirds

2008 Helicycle - NI28BH Bill Hyde, Miami, FL

2011 Hovery Hovercraft Alberto de Castelli, San Paulo, Brazil

1947 Piper J-3 Cub - N1506N Terry N. Robertson, Boynton Beach, FL

Light-Sport Aircraft

Best Type Trike

Grand Champion

Outstanding Classic Aircraft

2011 Evolution Trikes - N129BD Larry Mednick, Odessa, FL

2011 Skycycle Michael Theeke, Wildwood, GA

Two of warbirds aficionados’ favorite fighter planes from the World War II era won top judging awards at the Sun ’n Fun Fly-In in Lakeland, Florida. Grand Champion Post-WWII was a ChanceVought F4U-4 Corsair (N713JT ) owned

by Jim Tobul, of Bamberg, South Carolina, and Grand Champion WWII was a North American P-51D Mustang (N151CF) owned by Doug Matthews, of Wellington, Florida.

Preservation Award

Antique (Before 8/31/45)

Best Float Plane - Fabric

Outstanding Aircraft World War II Liason Antique, 1942 Taylorcraft L-2a - N57504

1953/2003 Piper PA-18 Amphib N8553C Mike Fuller, Orlando, FL

Mark Watson, Pensacola, Fl

Antique Silver Age Champion 1930 Consolidated Fleet YPT-6A - N1p Mark & Mary White, Vero Beach, FL

Classic (9/1/45 to 12/31/55) Best Custom Classic - 0-100 HP 1946 Aeronca 7AC - N3066E John M. Murray, Tampa, FL

Best Restored Classic - 0-100 HP

1948 Cessna 140 - NC3530V Kelly Bare, Lakeland, FL

Outstanding Classic Aircraft 1946 Piper PA-12 - N7914H Mark Zander, Pawling, NY

Reserve Grand Champion 2008 Warner Sportster -N69DA Michael T. Walicke, New Port Richey, FL

Outstanding Fixed Wing 2011 Original Design “Lucy Stars” Mark E. Stull, Christoval, TX

Homebuilt

Best Commercial

Grand Champion-Plans 2008

1947 Cessna 195 - N4395N Calvin Arter, Mulberry, FL

2011 AL3C - N72ICP American Legend Aircraft Co, Sulphur Springs, TX

2008 MARRERO ACEY DEUCY N426AM, Edgar Marrero, Enterprise, AL

Contemporary (1/1/56 to 12/31/70)

Special Award for Innovation

Best Custom Contemporary

2008 Electra Flyer - N123EL Randall Fishman, Vero Beach, FL

2011 RANS 5-75 Courier - N523J Rick Mcbride, Centreville, VA

Outstanding Classic Aircraft

1964 Piper PA-24-250 Commanche - N8351P David Lessnick, Henderson, NV

Best Restored Contemporary 1959 Piper PA-22 - N9438D Kevin & Zachary Weidner, Bunker Hill, IL

Outstanding New Design 2011 Apache X2 Sport - N437JA Michael Theeke, Wildwood, GA

Outstanding Fixed Wing

Outstanding Transport Aircraft Contemporary

2011 Phoenix U15 - N24PG Jim Lee, Satellite Beach, FL

1958 Eastern Airlines DC-7B - N836D Historical Flight Foundation, Miami, FL

Best Materials Kit FP-202 1997 - Fisher Flying Products N217D, Eric Adams, Lakeland, FL Special Award - Safety Practices

Seaplane Grand Champion 2001/1947/2010 Thunderbee 001- C-FOME

Buzz & JJ Hale and Chas R. Joy, Victor, MT

2007 Allegro - N5616C B Bar D Aviation Inc., Sanford, NC

Grand Champion-Kit

Reserve Grand Champion Kit 2010 Vans RV-10 - N210KH Greg Hale, Tulsa, OK 74137

Best Classic 1975 Thorpe T-18 - N589LW Lee Walton, Houston, TX

Best Composite 2007 Questa1r Venture -N53TL Tom Losey, Ft Myers, FL

Best Metal 1984 THORP T-18 -N711SH Bob Highley, Lakeland, FL

Best Fabric 2009 PI ENTPOL - N971BP

Nanchang CJ6A - N556TR Craig Ekberg, Rolling Hills, CA

Judges Choice T-6 Racer North American AT-6 - N426KS John H. Shell, Morganton, NC

Best Trainer Beechcraft T-34B - N34CY Conrad Yelvington, Daytona Beach, FL

Returning Grand Champion North American - TF-51N51GY Conrad Yelvington, Daytona Beach, FL

Grand Champion Post WWII Chance Vought F4U-4 Corsair - N713JT Jim Tobul, Bamberg, SC

Grand Champion WWII North American P-51D Mustang - N151CF Doug Matthews, Wellington, FL

Tales From the Sky Kitchen Cafe

Continued from Page 53 the first cavalry division spending many months cleaning up the debris that Phil and Hap created. On many days, he drove by the Kempe Tai Prison. Some 50 years later, the three of them met at the Sky Kitchen Cafe. Herb was the Pilots Association president.

The reader will enjoy the story of Syl Humann who flew the beautiful F-33 Bonanza before losing his medical. The “resident expert” loves airplanes and fast cars. He owns a gorgeous red Mercedes and an equally beautiful red Ferrari. Their license plates carry letters XPERT and OXSIMRN. Ried Dennis, venture capitalist is a proud owner of both a Grumman Mallard and Grumman Albatross. Just a private pilot, he has flown around the world several times. His last flight, world wide, was that of flying the Albatross as case plane in recreating Amelia Earhart’s 1937 attempt to circumnavigate the Earth.

There are some beautiful pictures of the Albatross in the book also.

The lovely and talented Jeanne McElhatton is included as well. Jeanne has been teaching a class regarding the fear of flying for many years. In her story, she describes a formula leading to the cure for the frightened flyer.

Norm DeWitt is included in the Tales from Sky Kitchen Cafe. Flying since 1964, he constructed his own Christen Eagle and painted it a sparkling black. He is a superb acrobatic performer.

He now flies the Edge 540, manages the U.S. Acrobatic Team and has been ranked as high as eighth in the world flying in the unlimited class. Norm is a member of the EAA Board of Directors.

Summing up: No book about pilots at Sky Kitchen would be publishable if two outstanding men were not included; Butch Pfiefer and Dave Morss, both famous for that they have accomplished.

Butch began flying about the age of 13

(maybe earlier) and had 300 hours in his log book prior to his first solo and license.

He has something like 40,000 hours today in every conceivable type of aircraft. He has flown in several movies and had done fire suppressions duty flying a B-17 borate bomber. Butch did a tour in Vietnam flying helicopters. He has flown over 325 different types of aircraft, 54 types of biplanes alone. He has flown for United Airlines for more than 30 years.

His last flight was as captain on a 747400. This is a small sketch of this iconic man that Mike calls “the mayor of the Sky Kitchen.”

Dave Morss is a phenomenon too.

By age 16, he had flown a dozen different aircraft. He has more hours racing at Reno than any other pilot. Dave has constructed several planes and flies his own Lancair Legacy. He is an accomplished test pilot and has done the first flight on dozens of different aircraft. How many pilots can boast of flying a Spitfire, Me-

109, F4-U Corsair, Grumman Wild Cat, Japanese Zero, Russian Polikarpv and a host of others? He was the first of only four pilots to fly the Yellow Turbine Tucan. You must read the book for the bigger picture of these two great pilots and the others, just as great, described above.

There is a chapter on the yearly EAA meeting at Osh Kosh and a number of pictures that amplify the text.

For order information. Check the web at www.skyhawkpublishing.com, www.barnesandnoble.com or www.amazon.com.

For direct purchase mail your book order to: Skyhawk Publishing, 3173 Canyon Oaks Terrace, Chico, CA 95928 Checks or money orders, $14.95 plus $3 shipping for first book and $1.50 for each additional book California destinations add 8.5 percent sales tax. ($1.23 per book), Email: Skyhawkpub@aol.com

May 2011

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56

AERO

IS THE

At AERO, the dream of flight becomes reality. Trade visitors from around the world were enthralled by the selection of business jets, gliders, ultralights and helicopters, as well as the numerous innovations on view at the exhibition. After four trade show days, the international aviation industry gettogether in Friedrichshafen came to a successful close, with an attendance of 33,400 trade visitors from around the world and impressive results: “The leading trade show for general aviation in Europe once again demonstrated its enormous innovative powers and its wide international appeal,” said Messe Friedrichshafen CEO Klaus Wellmann and project manager Roland Bosch at the show’s conclusion, judging it to be a resounding success.

Friedrichshafen is the global home base of general aviation. Business jets, propeller planes, gliders, helicopters, and the leading electronics, service and maintenance providers in the aviation industry are showcased at the trade show across 11 exhibition halls. At the show’s 19th edition, AERO once again set a new record, with 630 exhibitors from 29 countries in attendance in 2011.

New products and groundbreaking innovations from the field of aircraft construction were also showcased at AERO. The e-flight-expo and the Berblinger Flight Competition, for example, set

GLOBAL HOME BASE important signals in the area of environmentally friendly drive systems.

Helicopter experts and enthusiasts were thrilled with the offerings at the helicopter hangar. And the “crowning touch” at the international industry meeting was the appearance by Prince Albert II of Monaco at the beginning of the exhibition.

After speaking with numerous customers, project manager Roland Bosch reported that trade visitors and exhibitors at the global show for general aviation were highly satisfied with the show’s increased emphasis on aspects relevant to the industry. These changes included a shift in the show’s schedule (taking place from Wednesday to Saturday), the elimination of the air show, and a concentrated and specialized supporting program.

Exhibitors widely reported making valuable contacts with many new customers from around the globe, as well as being greatly relieved that the level of interest from trade visitors at the exhibition exceeded all expectations.

Many manufacturers made sales of airplanes at AERO, and there were also successful sales of propeller touring aircraft at the show. Beyond these concrete sales numbers, manufacturers of sport and ultralight aircraft also reported making contacts with many serious potential buyers.

OF

May 2011

GENERAL AVIATION

(Photos courtesy of AERO Friedrichshafen)

Visitor Survey Trade visitors came from around the world to attend the trade show on Lake Constance. Experts from the aviation industry use the show as a place to meet and exchange ideas, and according to the survey of AERO attendees, 70 percent of

them are licensed pilots. Trade visitors at the show came from six continents and a total of 40 countries. Thus, this year’s edition of AERO was once again a truly global event.

The next edition of AERO in 2012 takes off from Wednesday, April 18 to Saturday, April 21, 2012

AIRCRAFT INTERIORS BY: BUCHANAN AVIATION “Our hand-crafted and custom interiors surround you with the look and smell of a new airplane.”

With more than 25 years experience, Buchanan Aviation Services can help you design the perfect new interior tailored to your taste and aircraft. From personal jets to Oshkosh and Sun N’ Fun award-winning restorations. We offer the finest in vinyl, cloths and leather.

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May 2011

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AIRCRAFT SPRUCE SUPPORTS THE FRANKLINS

Aircraft Spruce and Specialty and Hartzell Engine Technologies have teamed up to support Kyle and Amanda Franklin. Beginning April 1 and continuing through June 30, a donation of one dollar will be made to the Kyle and Amanda Fund (http://www.icasfoundation.org/) for every Hartzell Engine

Technologies oil filter that is purchased through Aircraft Spruce.

For more information, contact Aircraft Spruce at 1-877/477-7823 or 951/372-9555.

Aircraft Spruce’s complete product line is available at www.aircraftspruce.com.

STALLION 51 CELEBRATES 25TH ANNIVERSARY WITH CLASS OF 51 VIRTUAL REUNION 2012 marks the 25th Anniversary of Stallion 51 Corporation. In honor of their silver anniversary, Stallion 51 is planning a “virtual” Class of 51 Reunion.

All the thousands of people who have flown the Mustang over the years are asked to collect their photos and stories to share with Stallion 51. There will be a special designated area on the

Stallion 51 website to upload photos, video and stories about flying with the “Horse.” The year-long commemoration will start after this year’s Sun n Fun and culminate at Sun n Fun 2012. Look for more information on the website or in the next newsletter. Contact KT BuddeJones for more information at kt@stallion51.com.

CESSNA TAKES ORDERS FOR 30 AIRCRAFT AT 2011 SUN 'N FUN Cessna Aircraft Company reported that it secured orders for 30 aircraft at the Sun ‘n Fun International Fly-In & Expo in Lakeland, Fla. “The opening days of Sun ‘n Fun were very positive, and while the storm on Thursday interrupted that mood somewhat, the exhibitors and the crowds bounced back to finish the show strong,” said Mark Paolucci, Cessna’s senior vice president of Sales and Marketing.

“Cessna took 16 orders for the new Corvalis TTX and 13 orders for highwing single-engine pistons. Also, a Cessna Sales Team Authorized Representative took an order for a Grand Caravan.”

Launched on the first day of Sun ‘n Fun, the Corvalis TTX features new standard and optional equipment, allnew interior and paint scheme options, and the Intrinzic flight deck powered by the Garmin G2000. The G2000 is the first commercially available touch-

screen-controlled glass flight deck ever designed for a piston aircraft offered to the general public.

The debut of the TTX generated steady traffic to Cessna’s static display, where customers could see a mock-up of the newest generation of the world’s fastest commercially available fixedgear single-engine piston aircraft.

Included in the 30 orders secured at Sun ‘n Fun are five new 172 Skyhawks for the University of North Dakota. The Skyhawks are scheduled for delivery in July and August. The order is part of a multi-year agreement between Cessna and UND’s John D. Odegard School of Aerospace Sciences to modernize its fleet of single-engine piston aircraft and will bring the training fleet to 63 Skyhawks, the largest single fleet of G1000-equipped Skyhawks in the U.S. UND began its acquisition of new Skyhawks in July 2008.

Subscribe to In Flight USA today for home delivery of your source for aviation news, information and features.

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Celebrating Twenty-Seven Years of In Flight USA

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May 2011

Green News

BIOFUEL FROM NON-EDIBLE JATROPHA PLANT PROVING ITS WORTH AS AVIATION FUEL Business Matchmaking, Inc. has compiled the results of multiple airline tests of oil from the little known non-edible plant Jatropha as a potential substitute for traditional jet fuel with impressive results. The non-profit company specializes in matching small firms with government agencies and major corporations.

Japan Airlines, Air New Zealand, Continental, Brazil’s TAM Airlines and most recently the Mexican carrier Interjet, in cooperation with European manufacturer Airbus, were hosts of successful tests and flights relying upon fuel from weed-like Jatropha which grows on land otherwise unusable for farming.

A March 31, 2011 comprehensive

report by Yale’s School of Environmental Studies, funded by Boeing, concluded that “Jatropha can deliver strong environmental and socioeconomic benefits.”

The Yale Study used sustainability criteria developed by the Roundtable on Sustainable Biofuels in evaluating actual farming conditions.

Mission NewEnergy, Limited, the largest producer of Jatropha by acreage planted, currently employs more than 140,000 formerly impoverished farmers in India now earning a living cultivating Jatropha without compromising food supply or food pricing. The company is currently distributing product in Europe, and launching its US operations.

James Garton, president of Mission NewEnergy USA said, “We are particularly pleased to learn of repeated testing of Jatropha in aviation with positive results.

With the unprecedented challenges facing the airlines as a result of the constant increase in the price of jet fuel, and the global need to accept sustainability as a key to environmental responsibility, the Jatropha solution is timely and efficient.”

In addition to civilian aviation, there are studies underway by the military with regard to Jatropha oil. Major General Wilbert Pearson (USAF-Ret), now Chairman of Mission NewEnergy’s Advisory Board, concluded that, “the military has a huge and continuing need

LEAN, GREEN FLYING MACHINES CLOSER WITH NASA AWARDS Designs that may make airplanes greener and quieter for future generations are one step closer to reality with recent NASA contract awards.

Four industry and academic teams will split $16.5 million for additional research into ideas for aircraft that could enter service between 2030 and 2035.

NASA refers to this time period as N+3, representing technology three generations more advanced than what is in service today. The teams studied the ideas from October 2008 to April 2010. Under the new contracts, the teams will develop concepts and models that can be tested in computer simulations, laboratories and wind tunnels.

The work is funded by NASA's Aeronautics Research Mission Directorate in Washington. The agency's Fundamental Aeronautics Program is focused on developing technology that will enable aircraft to meet national goals for reduced fuel consumption, emissions and noise. The program's Subsonic Fixed Wing Project oversees the work at the

agency's Glenn Research Center in Cleveland and Langley Research Center in Virginia.

The team leaders, projects, contract amounts and periods of performance are: • Boeing Research & Technology, Huntington Beach, Calif., Subsonic Ultra Green Aircraft Research, or SUGAR, $8.8 million, three years • Massachusetts Institute of Technology (MIT), Cambridge, Mass., Aircraft and Technology Concepts for N+3 Subsonic Transport, $4.6 million, three years • Cessna Aircraft Company-Cessna Citation, Wichita, Kan., Star-C2 Protective Skins-Materials and Requirements Development, $1.9 million, 27 months • Northrop Grumman Systems Inc., El Segundo, Calif., High Lift Leading Edge Ground Test, $1.2 million, 14 months The Boeing Research & Technology award continues the work of the SUGAR Project, which looked at truss-based wing aircraft designs and hybrid electric engine

TO

technology. The new contract will allow the team to start collecting higher fidelity data on its concepts. Under the contract, the team will design, construct and test wind tunnel mockups and computer models of the airplane. The team also will study lightweight materials and engine concepts for even more futuristic planes that could fly between 2040 and 2045.

The MIT team is moving forward with work on its "double bubble" airplane design. Its concept is a dual fuselage, two partial cylinders placed side by side, that would create a wider structure than the traditional tube-and-wing airliner. The team will develop the technologies identified during the first study and build a model for testing. MIT also will explore the challenges of high-efficiency, small-core engine technology - the idea that it is not necessary to increase an engine's size to increase efficiency in delivering power.

The Cessna Aircraft Company team will focus on airplane structure, particularly the aircraft outer covering. Engineers

for efficient and affordable fuel and Jatropha appears to meet those standards while also meeting environmental demands.”

The United Nation’s International Civil Aviation Organization has established the goal of reducing aviation-related carbon-dioxide emissions and the use of renewable fuels. At one point, there was speculation that Ethanol might be appropriate for airplane use, but since it freezes at relatively low altitudes, it is deemed unacceptable for flight.

The Yale study projected greenhouse gas reductions of up to 60 percent from Jatropha-based fuel compared to petroleum-based jet fuel.

REALITY are trying to develop what some call a "magic skin" that can protect planes against lightning, electromagnetic interference, extreme temperatures and object impacts. The skin would heal itself if punctured or torn and help insulate the cabin from noise. The NASA funding will help the company develop, integrate and test the revolutionary structural concept.

The Northrop Grumman team will test models of one very important part of an aircraft, the leading edge of the wing.

If engineers can design a smooth edge without the current standard slats, airplanes would be quieter and consume less fuel at cruise altitudes because of the smoother flow of air over the wings.

For more information about NASA's Aeronautics Research Mission Directorate, visit: www.aeronautics.nasa.gov For more information about Glenn, visit: www.grc.nasa.gov For more information about Langley, visit: www.nasa.gov/langley

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

www.inflightusa.com

May 2011

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59

Green News

THE AIRBUS-SPONSORED “EGENIUS” ELECTRIC CONCEPT AIRCRAFT MAKES ITS PUBLIC DEBUT Airbus is underscoring its continued support of eco-efficient technologies for commercial aviation with the company’s high-level sponsorship of a new electric concept aircraft – which was unveiled at AERO Friedrichshafen 2011’s industry event in Germany.

This technology demonstrator – called the “eGenius” – is an electrically powered two-seat airplane currently being utilized to examine the long-term potential of electricity as a major onboard energy source for air transport.

Powered by a 60 kW engine, the “eGenius” has a maximum takeoff

weight of 850 kg. and is able to operate over a distance of 400 km. at cruise speeds of up to 235 km. per hour. Its wingspan is 16.86 metres, and the wide fuselage design accommodates the two seats in a side-by-side arrangement.? The “eGenius” was developed by the Institute of Aircraft Design at the University of Stuttgart in Germany, and data collected from its practical operation will be analyzed by Airbus’ Future Projects teams for further development of this concept, as well as to better understand the opportunities it presents.

“Airbus is carefully studying all

technologies available today for future alternative aviation energy sources,” said Christopher Emerson, Airbus Senior Vice President Product Strategy and Market Forecast. “By sponsoring experimental projects like the ‘eGenius,’ we are gathering valuable experience and data for our further analyses and research activities in this area.”

The “eGenius” demonstrator marks yet another step for Airbus’ alternative fuels roadmap, which is working towards making such energy sources a reality for aviation use. In addition to the monitoring of electric propulsion technology,

LEAP ELECTRIC PRIZES AWARDED The Lindbergh Electric Aircraft Prize (LEAP) organization, led by Erik Lindbergh and Yolanda Wulff, acknowledged worldwide efforts by companies and organizations to move electric flight forward by awarding its annual electric aircraft awards at AERO Expo 2011 in Friedrichshafen, Germany.

During the opening day reception, held on Wednesday, April 16, LEAP gathered some of the most prestigious names in aviation for a panel discussion on the future of electric flight. Participating were His Royal Serene Highness Prince Albert II of Monaco, Wolfgang von Zeppelin, Cornelius Dornier, and Sergei Sikorsky.

At the end of the panel discussion, Lindbergh announced that the Solar Impulse project had been selected to receive the 2011 LEAP Outstanding Achievement award for its manned 26hour solar flight of July 7-8, 2010.

Bertrand Piccard and Andre Boschberg, pilot for that flight, who were on stage for the panel discussion, gratefully accepted

the award. “If we want to solve the new challenges of our world, we all have a role to play,” Piccard said, “We need to cultivate a pioneering spirit to motivate people to change. Solar Impulse shows that with the technology of today, solving our problems can be done. By focusing on solar, we could allow the world to divide in half the use of fossil fuels. And, if we can do it in the air, it can be done anywhere.”

“What is extremely rewarding is that our project is raising a lot of interest from young people,” Piccard added, “This award is the beginning of something else for us; we will work hard to inspire young people just like we were inspired by the great names of aviation represented here today and others.”

During the ceremonies, Lindbergh announced two more LEAP awards: The Best Electric Aircraft award went to Pipistrel Aircraft for its Taurus Electro, while LZ Design received the Best Propulsion System award for its Front End Sustainer.

AT

Airbus is developing fuel cell technology that will enable emission-free aircraft operations on the ground.

Airbus also is actively engaged in the implementation and testing of sustainable biofuels, and strongly supports the installation of local biofuel valuechains around the world.

AERO

The Taurus Electro G2 is a two-seat, self-launching glider powered by a 40kilowatt electric power train that provides 40 kilowatts for takeoff and 30 kilowatts of continuous power. At AERO, Pipistrel also introduced a companion Solar Trailer for the Electro, which can charge the Taurus Electro G2 in as little as five hours - free of charge and with zero emissions.

The Front End Sustainer/Self Launcher (FES) combines an electric motor with a small, foldable propeller for the front end of self-launching gliders, eliminating the need for a tow plane.

Currently, the FES has been fitted on LAK 17A and 17B and 19 gliders.

Berblinger Flight Competition Also part of AERO 2011’s e-Flight Expo was the Berblinger Flight Competition, an annual contest held by the City of Ulm, Germany, in honor of the “Tailor of Ulm,” Albrecht Berblinger, who attempted to fly a hang glider across the

Danube in 1811. On Friday, April 15, the 24 participants in the competition attempted to fly from Friedrichshafen to Ulm, a distance of approximately 80 kilometers.

High winds and various other complications resulted in only eight participants completing the flight. (Thirteen competitors started but five were unable to finish.)

Three of those who completed the flight were awarded cash prizes by the competition judges during ceremonies in Ulm on Sunday, April 17. Receiving ?45,000 ($65,250) each were the Lange 20E, piloted by Stefan Senger, a selflaunching sailplane with a 65-foot wingspan powered by a 42 kW motor; and the Sunseeker II, piloted by Eric Raymond, a 75-foot wingspan, solar-powered glider. A special prize of ?10,000 ($14,500) was awarded to the ultralight Swift Electric Hang Glider, flown by Manfred Ruhmer, powered by a 10-kilowatt motor weighing only 3.7 kilograms.

For more info on the Berblinger competition, visit www.berblinger.ulm.de/

LINDBERGH FOUNDATION ANNOUNCES AVIATION GREEN ALLIANCE FOUNDER The Lindbergh Foundation announced that Hawker Beechcraft Corporation has become its first Aviation Green Alliance founding member.

Recognizing that the aviation industry, including corporate operators and individuals, has come under intense pressure to address aviation emissions, noise, efficiency and other environmental concerns, the Lindbergh Foundation launched the Aviation Green Alliance on February 3, to support those who are committed to proactively addressing aviation and environ-

mental challenges. “Having just launched the Aviation Green Alliance program a few weeks ago, we are thrilled to already have a major corporation such as Hawker Beechcraft step up and support this program,” said Foundation Chairman, President and CEO Larry Williams. “It's exciting that we have a number of other OEMs and groups at various stages of the commitment process.”

“Founder membership in the Aviation Green Alliance comes with some added benefits that we found to be particularly

valuable,” said Bill Plucker, Advanced Design Program Manager, at Hawker Beechcraft Corp. “We believe being part of the Lindbergh Foundation's Advisory 'Spirit' Committee will provide us with a greater opportunity to advance our own aviation-environmental initiatives with the support of the Lindbergh Foundation and the influence of the members of the Aviation Green Alliance.”

The Aviation Green Alliance was established to create multiple platforms for members to share strategies, findings,

progress, and ideas related to aviation's environmental challenges. “With the Lindbergh Foundation's mission and history deeply rooted in aviation, we felt it was the Foundation's responsibility to step forward and lead a grassroots rally to support tangible, measurable, and sustainable environmental progress by the aviation industry,” said Williams. “We hope other like-minded individuals and companies, like Hawker Beechcraft, will come forward and help us lead the way.”

Celebrating Twenty-Seven Years of In Flight USA

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May 2011

PRELUDE TO THUNDER! On May 21, 2011 Santa Maria Museum of Flight will produce its inaugural “Wine Country AirFest.” The event will be conducted in conjunction with its monthly fly-in for both General Aviation and Warbird aircraft owners seeking display credits under CA Revenue and Tax Code 220.5. For the museum this once a year expansion of its monthly display provides its visitors to not only view the aircraft but also the opportunity to talk to aircraft owners about their plane and the joy of flying.

The theme for “Wine Country AirFest” will focus on the early history of the City of Santa Maria and the surrounding valley when Hancock College of Aeronautics and Santa Maria Army Air Force Base was the aviation hub of the valley. It was during this period that the local residents of the City and Valley heard more than the whistle of steam powered locomotives echoing through the valley announcing the arrival of freight and troop trains. There was a new

sound during this period that echoed through the valley like a clap of thunder.

Mixed with the whistle of the trains was the sound of large radial engines of aircraft piloted by civilian and military pilot trainees from the College and the Base.

The Museum’s “Wine Country AirFest” is more than a nostalgic trip to the past history of the City and Valley. It is a fundraiser event to support its grass roots “Thunder Over The Valley Air Show” that honors and promotes the support of our troops, veterans, and their families. This event symbolizes the support rendered throughout the year to the numerous military training flights visiting the Santa Maria Airport. The Museum’s volunteer staff serves as the community’s welcome wagon. The staff as Ambassadors provides the aircrews a free barbecue tri-tip meal and a place to relax as well as assist in securing lodging and transportation for the crews with an extended scheduled visit.

The tentatively planned activities for

“Wine Country AirFest” will be the usual display of attending Classic General Aviation and Warbird aircraft from 10 a.m. to 3:30 p.m. as well as the “Rocketeer Café” open for lunch from 11:30 a.m. to 1 p.m. The Museum Café’s Catering staff with the assistance of Costa De Orca, Curtis Winery, Kenneth Volk, and Rancho Sisquoc wineries will also be conducting a wine tasting with appetizers from 2:30 to 4:30 p.m. A barbecue tri-tip dinner that includes the mouth watering homemade desserts prepared by the Catering Staff will be served from 5 to 6:30 p.m.. The members of the Royal Garden Swing Orchestra will provide music throughout the evening for everyone to enjoy their meal as well as for attendees to dance to until the close of the event at 9 p.m.

The Museum realizes that these are tough and extremely hard economic times for the attending aircrews. In recognition of this as well as the Museum’s appreciation for those flying

in to attend this event will be granted a special rate of $25 per person for the Wine Tasting, Dinner, and Dance. The Museum is an IRS registered 501(C) (3) non-profit corporation, the purchaser of a ticket for this event is permitted to declare it as a donation to the Museum.

Additional to this, the Museum also is endeavoring to reserve a special rate for lodging from its sponsor Holiday Inn and Suites for those choosing to remain overnight.

The Museum request that those, who are planning to attend this event, reserve a place to park your aircraft due to a limited amount of ramp area at the Museum. The Museum will have transportation available for those parking their aircraft on the transit aircraft ramp at the rear of the hotel. For reservation scheduling or more information please call the Museum: Friday – Sunday, 10 a.m. to 3:30 p.m. at 805/922-8758.

AIRCRAFT SPRUCE EAST 8TH ANNUAL SUPER SALE Aircraft Spruce & Specialty East will host its annual Super Sale & Fly-In on Saturday, May 21 from 8 a.m. to 4 p.m. The distribution center is located at 452 Dividend Drive in Peachtree City, Ga., beside Falcon Field (KFFC).

As in the past, Aircraft Spruce will provide free hot dogs and beverages throughout the day to the attendees.

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 representatives will include UPS, GoodYear, Tempest, Challenger Aviation products, Hartzell Engine Technologies, Sennheiser, Dynon, PS Engineering, and more.

During this one-day sale, an assortment of popular aviation products will be specially priced to provide additional savings to those who visit the facility.

There will also be a number of raffle prizes given out during the day. Falcon Field (KFFC) will be offering discounted fuel and a free shuttle service from the airport to Aircraft Spruce for all attendees flying in to the airport for the event. The new EAA President, Rod Hightower will attend the Aircraft Spruce East Super Sale & FlyIn along with Aircraft Spruce President, Jim Irwin. Take this opportunity to meet both Rod Hightower and Jim Irwin.

AND

FLY-IN

For detailed information including promotions and activities/seminars scheduled for this day, visit www.aircraftspruce.com View Aircraft Spruce’s complete product line at www.aircraftspruce.com.

Request your complimentary copy of the company’s free 800 page catalog (in print or on CD). For more information, contact Aircraft Spruce at 877/477-7823.

THE GATHERING FOUNDATION DONATES 500 BOOKS TO YOUNG EAGLE PROGRAMS The Gathering Foundation is helping to keep aviation history alive, exciting and accessible for the next generation by donating 500 copies of the Gathering of Mustangs and Legends collector’s edition program to The EAA Air Academy Campers and local EAA Chapter Young Eagle programs.

“It is a wonderful book full of rich history and fantastic pictures that I’m sure the campers will enjoy”, stated Bob Campbell, Manager of Museum Operations and Resident Education upon receiving the donation.

The Gathering Foundation is also donating the Gathering of Mustangs and Legends program to every child that participates in the EAA Young Eagles program sponsored by EAA Chapter 1496 at the Kissimmee Gateway Airport and Chapter 74 at Orlando Executive airport.

The Gathering Foundation Inc., a non-profit 501(c)(3) corporation that was formed in 2007 during the development phases of The Gathering of Mustangs & Legends air show, held September 27 – 30, 2007 at Rickenbacker International Airport in Columbus, Ohio.

The Gathering Foundation works to support the collection, exchange and archive of information as it pertains to vintage fighter aircraft and the brave men and women who flew or serviced these aircraft in war times.

The Gathering Foundation extends this generous offer to all EAA Chapters that sponsor a Young Eagles program.

Contact KT Budde-Jones at kt@stallion51.com for more information on how to receive copies of the Gathering of Mustangs and Legends collector’s edition program.

Stallion 51 is a comprehensive aviation organization offering a wide range of services in historic aircraft including orientation flights in the legendary dual cockpit, dual control P-51 Mustang and historic T-6 Texan. Stallion 51 offers check-out and re-currency training, FAA Medical certification, aircraft sales and management. Stallion 51 has been a leader in WWII aviation for 25 years; bringing quality, safety, integrity and experience to aviation.

Sell Your Airplane Fast with an In Flight USA Classified Ad Turn to Page 62 for details or call (650) 358-9908 to use your Visa/MasterCard

May 2011

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UNIVERSITY OF NORTH DAKOTA ADDS TO ITS SKYHAWK TRAINING FLEET Cessna Aircraft Company announced at the Sun ‘n Fun International Fly-In & Expo in Lakeland, Fla., the University of North Dakota has ordered five new 172 Skyhawks to add to its training fleet.

The Skyhawks are scheduled for delivery in July and August.

The order is part of a multi-year agreement with Cessna UND’s John D. Odegard School of Aerospace Sciences (UND Aerospace) to modernize its fleet of single-engine piston aircraft and will bring the training fleet to 63 Skyhawks, the largest single fleet of G1000equipped Skyhawks in the U.S. With more than 2,000 students, UND Aerospace will fly over 125,000 hours of flight training this year. UND Aerospace has one of the nation’s largest training fleets with more than 130 aircraft, nine unmanned aerial vehicles and

The teams from Cessna and UND pose for a group shot in front of the Cessna 172 Skyhawk during the Sun’n Fun FlyIn & Expo in Florida. UND ordered five Skyhawks at the show for delivery later this year, bringing their training fleet total to 63 172s.

(Cessna) 22 flight training devices. UND began its acquisition of new Skyhawks in July 2008. For more information, visit www.aero.und.edu.

NO. 5 BRITISH FLYING TRAINING SCHOOL REUNION The No. 5 BFTS Association will be having their annual reunion on September 16-18, 2011 at the Park Inn in Bedford, England. Members of the British Flying Training School Association were World War II British cadets that were trained as pilots at Riddle Field, Clewiston, Florida and Carlstrom Field, Arcadia, Florida from 1941 to 1945 by Embry Riddle.

They wish to contact the “lost” 5BFTS cadets, their flight instructors, family, friends, and the past employees of

Embry Riddle and encourage them to attend the reunion in England. Many special events are planned.

For more information in the U.S. contact Harold Kosola, 5BFTS Vice President. His mailing address is P.O. Box 3529, Albany, GA 31706; telephone number 229/435-4119; email at kosolatrav@aol.com. In England contact Jean Leeks; mailing address is 16 Wolden Rd., Renhold, Bedford MK41 OJP; telephone number 01234 771939; email at harryleeks@btinternet.com.

NEW REMOS DEALER AND PILOT CENTER Remos Aircraft continues to expand on its dealer and Remos Pilot Center network in the United States. The newest member of the team is Skybound Aviation, LLC formed this past February 1. The two principals are Glenn McCallister, who is taking charge of sales, and Beverly Cleair, CFI, who is handling flight-training operations. The company is based at Cape Girardeau Regional Airport (KCGI).

Both are pilots with extensive flying experience. McCallister has owned a Remos GX for the past two years. “I was so impressed with the performance and

low operating costs that I decided it was worth a lot more involvement,” said McCallister. “We bought a new GX for training, renting and demos. It’s been very busy since we took delivery a few months ago.” The company expects to become a Remos Service Center in the near future.

For more information on Skybound Aviation write FlySkybound@gmail.com or call 573/833-0426. For more information on Remos Aircraft please visit www.REMOS.com or telephone 877/ REMOS.88.

61

American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION

1977 Grumman Tiger AA5B

1978 Piper Warrior II

3179 TTSN, 1600 SMOH, KING IFR, GPS, A/P, NDH ..............................................$39,950

1285 SMOH, 7502 TTSN, King IFR, DME, A/P, Nice paint and interior .......... $29,950

1962 B33 Debonair

1979 Beechcraft F33A

IO-550 300 hp, 950 SFRMAN, 5100 TTSN, KING DIGITAL IFR, GPS, DME, A/P.....$49,950

287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, NDH, ....................$139,950

Two Cessna Skyhawks

1969 Mooney Chapparal with Lasar 201 speed mods 750 SMOH, 3500 TTSN, King digital IFR, A/P,.................................................$54,950

1980 Cessna 172 N 250 SFRMAN, 5600 TTSN, King Digital IFR, DME, Garmin Transponder, Original Paint and Interior.

NDH.....................................................$39,950 1973 Cessna 172M Skyhawk 3650 TTSN, 1950 SNEW Engine, King Digital IFR, GPS, long-range fuel tanks...........................$24,950

D

L SO

1977 Cessna 172N

1976 Piper Archer II 181

180 HP with Constant Speed Prop, STOL KIT, 3100 TTSN, 900 SMOH, Apollo IFR, Color moving map GPS, S-TEC Autopilot, new paint and interior, NDH...........$59,950

King Digital IFR, Garmin 150 GPS, 2000 SFRMAN, 7400 TTSN, NDH ........$33,950

1967 Piper Cherokee 140

1973 Piper Cherokee 180

3745 TTSN, 1496 SMOH, 371 STOP, Color GPS, S-Tek 20 A/P, Well Maintained, NDH, Hangared............................................$24,950

15 SMOH, 3948 TTSN, King IFR, Autopilot, NDH...............................................$39,950

LD O S 1978 Cessna 152

1978 Cessna 152

0 SMOH, 10,050 TTSN, Digital VFR, NDH, .......................................................$24,950

Digital IFR, 2400 TBO, 12000 TTSN, May Annual, NDH..................................$12,950

AVAILABLE: FLIGHT SCHOOL / OFFICE SPACE 927 sq. ft. plus 10 tiedowns - $999.00 Robert Coutches

(510) 783-2711 • fax (510) 783-3433 21015 Skywest Drive, Hayward, CA 94541

www.americanaircraft.net

Celebrating Twenty-Seven Years of In Flight USA

62

May 2011

InFlight USA Classifieds (All ads run for 2 months) 00

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707,9 ;>05: ;^PU *VTHUJOL :46/ )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! (a[LJ 5PJL OLYL HUK YLHK` [V NV )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! ;\YIV (a[LJ :46/ -YLZO HUU\HS )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 :46/ 5HYJV *LU[\Y` 000 5L^ 7 0 NSHZZ HUU\HS 6)6 )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 ;; :46/ .HYTPU -\SS KL PJL )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! (a[LJ ;; :46/ KLPJL .HYTPU 3VNZ 5+/ 5V]LTILY HUU\HS ;^V V^ULY H J :[L]L >LH]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT

! (a[LJ ;; :46/ :76/ 5+/ HSS SVNZ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

7PWLY (a[LJ - ;; :46/ )LUKP_ 9+9 YHKHY /:0 (S[P TH[PJ ? H W +LJLTILY HUU\HS [YHKL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !

:;05:65 :[PUZVU )LH\[PM\S YLZ[VYH[PVU -YHURSPU LUNPUL .( ) ^ :;* MVY OW M\SS N`YV WHULS 4J*H\SL` WYVW )LJRLY [_W (; * M\SS N`YV WHULS ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

:769; <3;9(30./;: 9LTVZ .? 7YLJPZLS` LUNPULLYLK MVY -<5 .LYTHU LUNPULLYPUN X\HSP[` HUK WLYMVYTHUJL 9LTVZ (PYJYHM[ 9,46: ^^^ YLTVZ JVT ! :;6/3 */ 3: ;; .HYTPU :3 .;: ^ 4VKL * .HYTPU .7: + ,_[YH SHYNL [PYLZ K\HS O`K H\YSPJ IYHRLZ TVYL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

(TVYL 3PNO[ :WVY[¯0[HSPHU :[`SL ,_JS\ZP]L ;,*5(4 KLHSLY MVY *HSPMVY UPH -V\Y TVKLSZ WS\Z UL^ 7 ; [^PU >LZ[ *VHZ[ :WVY[ (PYJYHM[ ^^^ ^LZ[JVHZ[ZWVY[HPYJYHM[ JVT ^^^ [LJUHT JVT !

>(9)09+: *VUZVSPKH[LK =\S[LL ); ( ;; :46/ 7YH[[ 9 Z :76/ M\SS N`YV WHULS ^ VSKLY .7: >P[O MYLZO HUU\HS :[LYSPUN (PY *HY ZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

1,;: -V\NH 4HNPZ[LY ^P[O J\Z[VT )S\L (UNLSZ WHPU[ 4PK [PTL LUNPUL ZOV^ YLHK` 6)6 [YHKL )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPY JYHM[ JVT !

3LHY ;)6 HSS YLJVYKZ 9=:4 3 9 M\LS 7HY[ HPY HTI\ SHUJL )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

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-HZ[ [YHJR ZVHYPUN [YHPUPUN (YPaVUH :VHYPUN ,Z[YLSSH :HPSWVY[ 4HYPJVWH (A

.SPKLY 0UZ[Y\J[PVU ;V^PUN 3LZZ [OHU HU OV\Y Z KYP]L MYVT :HU 1VZL 4VU [LYL` HUK :HU[H *Y\a /VSSPZ[LY :VHYPUN *LU[LY /VSSPZ[LY 4\UPJPWHS (PYWVY[ ^^^ :VHY/VSSPZ[LY JVT

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;OL /LSPJ`JSL [\YIPUL WV^LY 3V^ THPU [LUHUJL VWLYH[PUN JVZ[Z =PKLV WHJRHNL MYVT /LSPJ`JSL JVT ,HNSL 9 + 5HTWH 0KHOV !

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¸+VPUN P[ YPNO[ [OL MPYZ[ [PTL ¹ /VTL VM 7LUPUZ\SH H]PVUPJZ ZHSLZ ZLY]PJL 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V *( (PYWVY[ 3HYY` :OHWPYV !

*PYY\Z :9 :5,> SVHKLK )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *PYY\Z :9 .;: ;; WSH[P U\T LUNPUL : ;,* ? ;(>: KLPJL ?4 ^LH[OLY ;HUPZ OLH[LY TVYL 9L K\JLK >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! *PYY\Z :9 .;: ;; (]P K`UL -SP[L4H_ ,U[LNYH NSHZZ JVJRWP[ K\HS .HYTPU Z ? H W :R`^H[JO TVYL :LY]PJL *LU[LY THPU[HPULK :5 3LHZLIHJR ^HU[LK >PZJVU ZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PY WVY[ >0 >PZJVUZPU( ]PH[PVU JVT !

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/64,)<03;: ;OL :\WLY :[HSSPVU :P_ 7SHJL -S` MHZ[LY MHY[OLY JHYY` TVYL MVY SLZZ JVZ[ (PYJYHM[ +LZPNUZ MH_ !;-5 5L^ AVKPHJ */ ?3 :3:( ;; .HYTPU .4( ^ 4) :3 +PNP-SPNO[ 00 ,-0: + ^ IH[[ IHJR\W TVYL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

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*VTTVU^LHS[O :R`YHUNLY ;; :46/ (WVSSV :3 LSLJ[YPJ Z`Z[LT ^OLLSWHU[Z 9LJLU[ MHIYPJ ;Y\L [YVWO` ^PUULY 6)6 :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

4H\SL 4? ) ;; 0-9 > H]PVUPJZ WHJRHNL 4HU` L_[YHZ HUK VW[PVUZ ( NYLH[ KLHS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !

(09*9(-; >(5;,+ 0TTLKPH[L *HZO MVY (PYJYHM[ (PYJYHM[ (WWYHPZHSZ 9VILY[ *V\[JOLZ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK *( MH_ ^^^ HTLYPJHUHPYJYHM[ UL[ !;-5 >L 5LLK 0U]LU[VY` =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[H HPY JVT !;-5

(09*9(-; -69 9,5; 3V^ *VZ[ [^PUZ MVY YLU[ [YHPUPUN :LULJH * * * ^ ZHML[` WPSV[ *OLYVRLL 0-9 [YHPULY K\HS 2? ^ ZPT\SH[VY SLZZVUZ )\PSK OPNO WLYMVYTHUJL [PTL ^P[O H * )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !

63 -VY 3LHZL TVU[OZ *LZZUH *P[H[PVU :V]LYLPNU ;;:5 /VUL`^LSS ,70* ZLYPLZ (PYZOV^ > ZJYLLUZ *\Z[VT 7 0 *HSS :[L]L VY 1PT :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

7(9;5,9:/07: 7HY[ULYZOPW! 7PWLY +HRV[H ;; :5 0-9 *VSSPUZ 4PJYV 3PUL /:0 Z[VYTZJVWL .7: TVYL PU[LYPVY OHUNHYLK ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

7HY[ULYZOPW 4VVUL` 4 - ;; 7 0 ZLH[Z 6\[MP[[LK MVY [OL ZLYPV\Z 0-9 WPSV[ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

-30./; 05:;9<*;065 =PZ[H (PY -SPNO[ :JOVVS [YHPUPUN HPY JYHM[ YLU[HS *LZZUH HWWYV]LK 7PSV[ *LU [LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ! :[Y\J[\YLK -SPNO[ ;YHPUPUN WYP]H[L [OY\ (;7 SHUK ZLH T\S[P LUNPUL :OLISL (]PH[PVU 2PUNTHU (A

(MMVYKHISL 4\S[P ,UNPUL ;YHPUPUN :\U KHUJL -S`PUN *S\I 7HSV (S[V *( ^^^ MS`Z\UKHUJL VYN (LYVIH[PJ ;YHPUPUN · MVY ZHML[` MVY ZRPSS MVY M\U 3VJH[LK 5VY[OLHZ[ (S HIHTH (WWHSHJOPHU -VV[ /PSSZ .YLN 2VVU[a (LYVIH[PJZ ^^^ NRHPYZOV^Z JVT

+PZJV]LY` -SPNO[Z -SPNO[ PUZ[Y\J [PVU MVY ZPUNSL T\S[P LUNPUL 0-9 )-9 07* )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! <U\Z\HS ([[P[\KL *V\YZLZ :WPU ;YHPU PUN *LY[PMPJH[PVU )LNPUUPUN [OY\ HK ]HUJLK HLYVIH[PJ 7HSV (S[V :HU *HYSVZ HUK /H`^HYK *( >LZ[ =HSSL` -S`PUN *S\I ^^^ ^]MJ VYN

;@7, 9(;05.: (YPaVUH ;`WL 9H[PUNZ *, *, [`WL YH[PUNZ VY YLJ\YYLU[ 0UZ\YHUJL HW WYV]LK Z[HMM L_HTPULY ^^^ HYPaVUH[`WLYH[PUNZ JVT !

(09*9(-; 05:<9(5*, (PYJYHM[ 0UZ\YHUJL :WLJPHSPaPUN PU WLY ZVUHS I\ZPULZZ HUK JOHY[LY HPYJYHM[ UL^ L_WLYPLUJLK VY SV^ [PTL WPSV[Z AHUL[[L (PYJYHM[ 0UZ\YHUJL *LU[LY

(PYJYHM[ 0UZ\YHUJL >(9505. +VU»[ L]LU [OPUR VM JHSSPUN HUV[OLY HNLU[ \U[PS `V\»]L JHSSLK (]PH[PVU 0UZ\Y HUJL 9LZV\YJLZ MPYZ[ (JJLZZ [OL LU[PYL THYRL[ ^P[O Q\Z[ VUL JHSS )LZ[ YH[LZ )YVHKLZ[ JV]LYHNL (SS THYRL[Z ;VSS MYLL ^^^ (09 796: JVT !;-5 (PYJYHM[ 0UZ\YHUJL 0UZ\YPUN (]PH[PVU 5LLKZ MVY WS\Z `LHYZ /LZ[LY 9VILY[ ZVU 0UZ\YHUJL :LY]PJLZ :HU 1VZL 0U[»S (PYWVY[ *( *( 6Y

366205. -69 (=0650*:& ;Y` =PZ[H (]PH[PVU H KLHSLY MVY TVZ[ THQVY IYHUKZ · /VUL`^LSS .HYTPU (]PK`UL : ;,* (ZWLU 3 )VZL +H]PK *SHYR 3PNO[ZWLLK L[J · WS\Z 7P[V[ :[H[PJ [LZ[PUN ([ ZHTL HPYWVY[ MVY `LHYZ *HSS MVY PUZ[HSSH[PVU X\V[LZ =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! .L[ [OL TVZ[ MYVT `V\Y .7: 7VY[HISL HUK WHULS TV\U[ .7: NSHZZ JVJRWP[Z .HYTPU 3V^YHUJL )LUKP_2PUN (]P K`UL 89,- JVT 89,- 7VY[HISL *VSSPZPVU (]VPKHUJL :`Z [LTZ ;OL ^VYSK Z MPYZ[ HUK VUS` WVY[H ISL ^P[O KPYLJ[PVU .7: PU[LNYH[PVU ;Y` ?9? YPZR MYLL MVY KH`Z ,_JS\ZP]LS` H[ 7*(: JH 7*(:

49? KPNP[HS YHUNL HS[P[\KL HUK ?9?

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7967,33,9: *VTWSL[L 7YVWLSSLY .V]LYUVY :LY ]PJL ;PMMPU (PYL ;PMMPU 6/

:\SSP]HU 7YVWLSSLY :WLJPHSPZ[Z /H` ^HYK *(

(09*9(-; 7(9;: 7(9;: 5L^ 7PSV[ :\WWS` 7HY[Z :[VYL ^P[O SHYNL NLULYHS WHY[Z HUK H]PVUPJZ PU]LU [VY` *LZZUH :PUNSL ,UNPUL :LY]PJL :[H[PVU ^ THU` *LZZUH WHY[Z PU Z[VJR -S` PU VY KYP]L PU =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! )LLJOJYHM[ 7HY[Z (SS TVKLSZ )VUHUaH [OY\ /H^RLY 4VYL [OHU WHY[ U\TILYZ PU Z[VJR 5L^ V]LYOH\SLK \ZLK :LSLJ[ (PYWHY[Z >L`LYZ *H]L =(

(PYJYHM[ :WLJPHSPZ[ <ZLK 7HY[Z SHUK PUN NLHY JVU[YVS Z\YMHJLZ 1 ; ,]HUZ (PYJYHM[ :HSLZ 6YSHUKV -3

-<,3 -\LS *LSSZ 9LWHPY V]LYOH\S VY UL^ 5L^ [HURZ ^P[O `LHY ^HYYHU[` /HY[^PN (PYJYHM[ -\LS *LSS 9LWHPY ^^^ OHY[^PNM\LSJLSS JVT

:[H[L VM [OL HY[ UP[YPSL Y\IILY M\LS JLSSZ ^ H\[VJSH]L J\YLK ZLHTZ HUK PU [LNYH[LK M\LS ]HWVY IHYYPLY 5V /HZZSL `LHY ^HYYHU[` Z\WWVY[ --* -SVH[Z -\LS *LSSZ 4LTWOPZ ;5 ^^^ MMJM\LSJLSSZ JVT

6?@.,5 :<7730,:

(PYJYHM[ PUZ\YHUJL X\V[LZ WS\Z OHUNHY HUK JVU[LU[Z PUZ\YHUJL H[ YLHZVUHISL YH[LZ (67( ,(( KPZJV\U[Z H]HPSHISL (PYJYHM[ 0UZ\YHUJL (NLUJ` >H_HOHJOPL ;?

!;-5

(09*9(-; -05(5*05. .L[ [VW YL[HPS MVY `V\Y HPYJYHM[ (PYJYHM[ ZHSLZ QL[ ZHSLZ THUHNLTLU[ MPUHUJPUN <:( (PYJYHM[ )YVRLYZ !;-5 :WLJPHS MPUHUJPUN H]HPSHISL )PN KV^U TPUPT\T JYLKP[ VU SLHYU [V MS` HPYJYHM[ Z HUK Z H]HPSHISL )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPY JYHM[ JVT !

(=0650*: 4? MVY :HSL 9LTV]LK MYVT *LZZUH K\L [V WHULS \WNYHKL >VYRZ NYLH[ *HSS 1H` VY 9\K`

!

,5.05,: 9LUL^ HUK PTWYV]L `V\Y ^ ;`WL *LY[PMPLK -(( (WWYV]LK :\WLY/H^R :;* 0UJYLHZLZ ZHML[` WLYMVYTHUJL HUK ]HS\L 7LUU @HU (LYV 7LUU@HU(LYV JVT

8\HSP[` :LY]PJL 7YPJL RLLWPUN [OL JVZ[ VM HPYJYHM[ LUNPUL THPU[LUHUJL KV^U (PYJYHM[ :WLJPHS[PLZ :LY]PJLZ ;\SZH 62

;OL 5HTL [V 9LTLTILY MVY (PYJYHM[ ,UNPUL 7HY[Z HUK :LY]PJL *VTWSL[L HZZLTISPLZ H]HPSHISL .PIZVU (]PH[PVU ,S 9LUV 62

6PS -PS[LY (KHW[LYZ MVY *VU[PULU[HSZ 5V ( + Z UV OVZLZ LUNPUL TV\U[LK

Celebrating Twenty-Seven Years of In Flight USA

64 - 4 ,U[LYWYPZLZ )VYNLY ;? ^^^ MT LU[LYWYPZLZ JVT 4HQVY 6]LYOH\SLK ,UNPULZ :WLJPHS PaPUN PU 7YH[[ >OP[UL` 3HYNL PU]LU[VY` *V]PUN[VU (PYJYHM[ ,UNPULZ 6RT\SNLL 62 9HKPHS +P] ;\YIPUL +P]

*\Z[VT I\PS[ :[YH[VMSL_ OVZL HZZLT ISPLZ OVZL RP[Z -HZ[ ZLY]PJL X\HS P[` ^VYRTHUZOPW ( , 9 6 :OVW L_[ OVZLZOVW'HLYVPUZ[VJR JVT

4HNUHMS\_PUN A`NSV PUZWLJ[PVUZ LUNPUL WYLWZ THJOPUPUN *VTWSL[L V]LYOH\SZ VU HSS *VU[PULU[HSZ 3`JVT PUNZ -S` PU KYVW P[ VMM *VYVUH (PYJYHM[ ,UNPULZ *VYVUH (PYWVY[ *( ^^^ JVYVUHLUNPULZ JVT

(09-9(4, *65:;9<*;065 8\HSP[` 7HY[Z 9LHK` [V :OPW -(( 74( HWWYV]LK .SVIL -PILYNSHZZ 3HRLSHUK 3PUKLY (PYWVY[ -3 ^^^ NSVILMPILY NSHZZ JVT

7(05;05. <7/63:;,9@ (PYJYHM[ 0U[LYPVYZ OHUKJYHM[LK J\Z [VT KLZPNULK (SS WYVK\J[Z ZLSM L_[PU N\PZOPUN HUK TLL[ Z[YPJ[ -(( JYP[LYPH )\JOHUHU (]PH[PVU :LY]PJLZ *VUJVYK *(

-YVT 1LUU`Z [V 1L[Z *VTWSL[L PU[LYPVY YLM\YIPZOTLU[ :R` 9HUJO <WOVSZ[LY` 4HYPU *V\U[` (PY WVY[ .UVZZ -PLSK 5V]H[V *(

:WLJPHSPaPUN PU .( JVYWVYH[L HPY JYHM[ .PV[[V Z (PYJYHM[ 0U[LYPVYZ :HU 1VZL 1L[ *LU[LY *( ^^^ NPV[[VHPYJYHM[PU[LYPVY JVT

7YVMLZZPVUHS (PYJYHM[ +L[HPSPUN -\SS` TVIPSL SPJLUZLK HUK PUZ\YLK 5VY *HS >PUN >H_LYZ 7HSV (S[V (PYWVY[ HUK 7L[HS\TH (PYWVY[ *( ^^^UVYJHS^PUN^H_LYZ JVT

/(5.(9: (]PH[PVU )\PSKPUN :`Z[LTZ J\Z[VT KLZPNULK OHUNHYZ ;LLZ ZOHKL WVY[Z 9 4 :[LLS *V *HSK^LSS 0+

!;-5 6UL 7PLJL /`KYH\SPJ +VVYZ 5L^ KL ZPNU NYLH[ WYPJLZ :JO^LPZZ ;OL +VVY 3LHKLY ]PZP[ IPMVSK JVT

-(33)9662 3 _ OHUNHY ,WV_` MSVVY HKKP[PVUHS LSLJ[YPJP[` HUK SPNO[PUN IPMVSK KVVY MVV[ PUNZ MVY TLaaHUPUL *VUZPKLY WHY[PHS [YHKL HUK JHZO (ZRPUN -VY TVYL PUMVYTH[PVU JHSS !

7,;(3<4( 4<50*07(3 (09769; 6 *( ,_LJ\[P]L OHUNHY H]HPSHISL _ ZX M[ MVY )PMVSK KVVY Z[VYL MYVU[ LU[YHUJL LSLJ[YPJHS HUK ^H[LY PUJS\KLK HUK (>6: 000 HUK .*6 [V 6HRSHUK *LU[LY VU -PLSK *HSS )VI 7H[[LYZVU !

5L^ /HUNHYZ MVY 9LU[ H[ >OP[LTHU (PYWVY[ 7HJVPTH *( PU UL^ =PZ[H (]PH [PVU *VTWSL_ *HSS 7LUU` [V YLZLY]L VY WLUU`']PZ[HH]H[PVU JVT

-)6Z )YPKNLMVYK -\SS :LY]PJL -)6 *LZZUH ZPUNSL LUNPUL ZLY]PJL JLU[LY 3PUL ZLY ]PJL OV\Y JHYK SVJR )YPKNLMVYK -S`PUN :LY]PJL 5HWH *(

!

5VY[ONH[L (]PH[PVU *OPJV 1L[ *LU[LY .LULYHS (]PH[PVU :LY]PJLZ -(( *OHY[Z (]HPSHISL PU 5V*HS :OLSS (]PH[PVU 7YVK\J[Z *OPJV *( +PHTVUK :LY]PJL *LU[LY THPU[LUHUJL YLU[HSZ MSPNO[ ZJOVVS [PLKV^UZ OHUNHYZ HUK *(;: ;LZ[PUN *LU[LY !;-5

-(( HWWYV]LK -SPNO[ :JOVVS 9LWHPY :[H[PVU HPYSPUL ZH[LSSP[L ^LH[OLY L_WLYPLUJLK Z[HMM TVYL 5PJL (PY 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( ^^^ UPJLHPY UL[

6UL :[VW :LY]PJL -)6 .HYTPU .

JLY[PMPLK =PZ[H (]PH[PVU >OP[LTHU (PY WVY[ 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! >PZJVUZPU Z 7YLTPLY -\SS :LY]PJL -)6 3VJH[PVUZ PU >H[LY[V^U 4HKPZVU 1\ULH\ >PZJVUZPU (]PH[PVU >PZJVUZPU(]PH[PVU JVT !

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! *HSPMVYUPH 0KLHS *SPTH[L 705, 46<5;(05 3(2, , ;H_P^H` OVTLZ VY SV[Z PU [OL :PLYYH -VV[ OPSSZ ULHY @VZLTP[L 5H[PVUHS 7HYR .H[LK JVTT\UP[` ^P[O IVH[PUN NVSM [LUUPZ HUK Z[HISLZ 9LK 9VZZPV ;OL -S`PUN )YVRLY 7PUL 4V\U[HPU 3HRL 9LHS[` IYVZZPV'WTSY JVT !;-5 705, 46<5;(05 3(2, *( , 6]LY [^V HJYLZ VU MLL[ VM Y\U^H` ^P[O [^V OHUNHYZ 4VYL [OHU ZX M[ ^P[O SP]PUN X\HY[LYZ HIV]L :LWHYH[L N\LZ[ OV\ZL M[ 7VVS RVP WVUK 9LK 9VZZPV ;OL -S`PUN )YV RLY 7PUL 4V\U[HPU 3HRL 9LHS[` IYVZZPV'WTSY JVT !;-5

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All Photos by Sagar Pathak

Air Force One

Continued from Page 18 and back for when they are at airports who do not have the capabilities to support a large aircraft. The rear stairs deployed and out came the press corps and other white house and military officials who were traveling aboard the aircraft. The VH-60N Whitehawks started their engines in unison. Only once President Obama is physically aboard the US Marine Corp VH-60N is that aircraft known as “Marine One.” Similarly the US Air Force VC-25’s call sign is SAM 28000, short for Special Air Mission, until the President is on board and only then does it become “Air Force One.” As soon as the front door opens, President Obama appears and does a quick wave before he bounds down the stairs towards the awaiting crowd. With Secret Service shadowing his every move, President Obama shakes the hands of his supporters. But the man is on a very tight schedule. A few more greetings and he’s walking the 100 meters to the

awaiting helicopters. A sharp salute from the U.S.M.C. soldiers and the helicopter is buttoned up and taxing a few seconds later.

Joining Maine One and the identical decoy “Maine One” helicopter are three U.S.M.C. CH-53s no doubt carrying the Presidential protective team. They lift off in unison and the two VH-60Ns shuffle their order while the other helicopters enter a protective formation. And just like that the POTUS was gone. But left behind was the most powerful aircraft in the world, and one happy photographer.

Celebrating Twenty-Seven Years of In Flight USA

66

May 2011

AD INDEX Aerial Avionics ........................33

Aviation Insurance Resources 22

Globe Fiberglass ....................40

Santa Maria Museum of Flight13

Aero Tax ..................................57

Aviator Flight Training............29

Golden West Regional Fly In..16

Schweiss Doors........................46

Aerozona Parts ........................46

Bob's Aviation Supplies ..........20

Harbor Freight Tools ..............17

Select AirParts ..........................7

Air Options LLC......................10

Bonny Doon Airfield ..............39

Hartwig ....................................20

Shebles ..............................30, 31

Aircraft Insurance Agency ......27

Buchanan Aviation ..................56

HeliFest ....................................14

Sky Ranch Upholstery ............27

Aircraft Magneto Service ......44

California Capital Airshow ....39

HME Watches ........................34

Start Pac ..................................10

Aircraft Specialties Service ....19

Chino Aircraft Sales ................51

Hollister Soaring ......................12

Sterling Air ..............................35

Aircraft Spruce ..................15, 32

Corona Aircraft Engines..........36

Jorgenson Lawrence ................66

Tiffin Air ..................................53

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

Dash Air....................................45

JT Evans ....................................6

TJ’s Aircraft Sales....................23

American Aircraft Sales ..........61

Divorce For Men ....................46

Nice Air ....................................55

Tsuniah Lake............................29

AMR&D, Inc. ........................48

Eddie Andreini ........................43

PCAS CA ................................28

Vista Aviation ....................11, 25

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

Elite Air Interiors ....................14

QREF Media ............................4

West Valley Flying Club ........68

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

Fly It.................................. 21, 67

R&M Steel ..............................44

Wisconsin Aviation ..................41

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

Gibson ......................................22

Sam Heller................................44

Zanette AC Insurance ................5

Assoc. Sales Tax Consulting ..49

Giottos ......................................48

San Carlos Airport ..................24

"Still Specializing In First Time Buyers And Student Pilots Needs" Happy Mothers Day & Don’t Forget to Put Your Flags Out!

JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT

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

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