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February 2015
www.inflightusa.com
3
Calendar of Events
To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email 3rdavenue@embarqmail.com.
FEBRUARY
7
13 — 15 15
21
21 — 22 27 — 28
MARCH
7
13 — 15 14 15
21
21 — 22
22 28 28 — 29
APRIL
4
11 — 12 17 — 19 18
Q Palm Springs, CA: 100th Bomb Group Reunion, 1 p.m., Palm Springs Air Museum, (760) 778-6262. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Chino, CA: Living History Flying Event, “Lockheed Skunk Works,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Imperial, CA: Imperial Valley Navion Fly-In, Imperial County Airport. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251. Q Laredo, TX: Stars & Stripes Air Show Sectacular, 11 a.m., Laredo Int’l. Airport, sbcalaredo.org. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Yuma, AZ: MCAS Yuma Airshow, Twilight Show Fri., 5 p.m./ Air Circus Sat, gates 8 a.m., www.yumaairshow.com. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Chino, CA: Living History Flying Event, “P-47G Thunderbolt,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Titusville, FL: TICO Warbird Air Show, Space Coast Regional Airport, gates 8:30 a.m., (321) 268-1941, www.vacwarbirds.net. Q El Centro, CA: NAF El Centro Air Show, gates i a.m., (760) 339-2519. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251. Q El Cajon, CA: Deadline to register for Stearman Fly-In, May 14 — 17. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q Chino, CA: Living History Flying Event, “Women in Aviation,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Columbus, GA: Thunder in the Valley Air Show, gates 10 a.m., Columbus Airport, (706) 243-8954, www.thunderinthevalleyairshow.com. Q Los Angeles, CA: Los Angeles County Air Show, gates 9 a.m., Fox Airfield, www.lacountyairshow.com. Q Melbourne, FL: Melbourne Air & Space Show, gates 9 a.m., Melbourne Int’l. Airport, www.airandspaceshow.com. Q Oakland, CA: Open Cockpit Day, noon to 4 p.m., Oakland Aviation Museum, (510) 638-7100, www.oaklandaviationmuseum.org. Q Riverside, CA: Riverside Air Show, 9 a.m. to 4 p.m., Riverside Airport, www.riversideairport.com. Q Punta Gorda, FL: Florida Int’l. Airshow, gates 9 a.m., Punta Gorda Airport, (941) 627-0407. Q Tuscaloosa, AL: Tuscaloosa Regional Airshow, Tuscaloosa Regional Airport, (205) 248-5800. Q Biloxi, MS: Thunder on the Bay Airshow, 9 a.m. to 5 p.m., Keesler AFB, (228) 377-7329. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Chino, CA: Living History Flying Event, “B-25 Mitchell,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Beaufort, SC: MCAS Beaufort Airshow, 9 a.m., (843) 228-6316, www.beaufortairshow.com. Q Panama City, FL: Gulf Coast Salute, Tyndall AFB. Q New Smyrna Beach, FL: New Smyrna Beach Balloon & Skyfest, gates Fri. 4 p.m./Sat.-Sun. 7 a.m., (386) 451-8978, www.seasideballoonfest.com. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404.
Continued on Page 7
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4
In Flight USA Celebrating 30 Years
ON
L
THE
February 2015
ROBINSON R66 RECEIVES EASA CERTIFICATION
COVER...
ate last spring, four years after initial FAA certification, the European Aviation Safety Agency (EASA) issued its type certificate for the Robinson R66 Turbine helicopter. Robinson representatives said they were pleased to add EASA member states to the now more than 50 countries (including Australia, Brazil, Canada, Japan, Russia, South Africa, and the U.S.) that have certified the R66. EASA certification marks an important milestone for Robinson, as twothirds of the company’s sales have historically come from foreign customers. With certification finally in place, Robinson can deliver its current backlog of European orders and focus on strengthening its presence in the European market. Presently, there are 16 R66 service centers, of which thirteen are dealers, approved in Europe. Currently priced at $839,000 USD, Robinson designed the 5-place R66 to be a mid-size, low maintenance turbine helicopter that would perform as well or better than its competitors, but at a lower cost. To date, Robinson has delivered
over 500 R66s and estimates total fleet hours at over 160,000. In response to customer feedback, glass and touch-screen
avionics were recently added to the R66’s options list. Founded in 1973, Robinson Heli-
(Courtesy of Robinson Helicopter Company) copter Company is the world’s leading manufacturer of civil helicopters. For more information, visit www.robinsonheli.com.
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TABLE Volume 31, Number 6
OF
CONTENTS February 2015
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
ON THE COVER SPECIAL SECTION
FEATURE
HAI HELI-EXPO PREVIEW
INSIDE THE GENTLE GIANT
Stories Begin on Page 35
By David Brown Page 24
Cover Photo Provided By Robinson Helicopters
NEWS AOPA Announces Five New Fly-Ins for 2015 ..............................8 AOPA Pushes DOT to End Medical Reform Delay ......................8 FAA Funding Secured through September................................10 EAA, GA Working Group On Loss-Of-Control Accidents ........14 FAA to Issue New Guidance on Sleep Apnea............................20 EAA Signs On “Know Before You Fly” UAS Campaign ............27 AOPA’s Mark Baker Receives Legacy Award ............................32 Pacific Coast Dream Machines Show Set for April ..................34 Green News: Boeing, Embraer Open Biofuel Research Center in Brazil ....................................................................................40 Bristell Aircraft Introduces Bristell TDO At Sebring ................ 44 AOPA Offers Comprehensive Options For Flying Club Aircraft Financing..................................................................................46 Airventure 2015 News ..................................................................49
FEATURES
COLUMNS
Editorial: Loss Of Control By Ed Downs ..................................................................6
Contrails: The Epiphany By Steve Weaver ..............17
Flying With Faber: French Cuisine By Stuart Faber ................29
On Low Tide By Anna Servinenko ......................................................12
Homebuilder’s Workshop: People By Ed Wischmeyer ..........34
Flabob Flight Plan: The Little Airport That Time Forgot By Donia Moore ............................................................16 Inside The Gentle Giant By David Brown ............................................................24 World War I in 110 Objects, Chronicles “The Great War” By Mark Rhodes ............................................................33
Safe Landings: Ground Loop Lessons ............................42 The Pylon Place: U.S. Unlimited Aerobatic Team By Marilyn Dash ..............45
DEPARTMENTS Calendar of Events ........................................................3 Goodies & Gadgets ......................................................38 Classifieds ....................................................................48 Index of Advertisers ....................................................50
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6
In Flight USA Celebrating 30 Years
LOSS
Editorial
A
CONTROL
February 2015
By Ed Downs
OF
nd, the winner is … Loss of Control! In most cases, we cheer for a “winner,” but in this case the “winner” makes us aviators the “loser.” At a press conference on Tuesday, Jan. 13, the National Transportation Safety Board (NTSB) issued its annual Most Wanted List of transportation safety improvements. Among the focus items outlined was loss of control issues for general aviation. According to its online fact sheet, the NTSB states that between 2001 and 2011, more than 40 percent of fixed wing GA fatal accidents occurred because pilots lost control of their airplanes. This announcement did not mention that some of the most catastrophic Loss of Control events have taken place in the airline side of aviation, with hundreds of lives lost. This announcement was not a surprise to this writer, as in August of last year, the FAA made an unusual, mid-course correction in the mandated content of FAA approved Flight Instructor Refresher Courses (FIRCs). Every CFI is required to attend a twoday (16 hour) refresher class every two years to keep his or her CFI status current. Failing to attend a FIRC causes the flight instructor privileges to expire and renewal becomes a real pain if that occurs, as renewal would then require a new flight test. FIRC curriculums are usually approved for a two-year period of time, with the program this writer teaches due for renewal this month. It is very unusual for the FAA to change an approved FIRC “mid-term.” But in August of 2014, a new subject was added… Loss of Control. Past accident statistics showed that Controlled Flight Into Terrain (CFIT) was the biggest bad guy, but Loss of Control has now taken the lead. CFIT accidents are tragic and hard to explain. Basically, this is an accident wherein the plane is working just fine, and the pilot simply flies it into the ground. Typically, this type of accident is weather related, either a VFR pilot continuing flight into bad weather, or an IFR pilot flying IMC in the wrong place at the wrong time. Some refer to the non-IFR side of CFIT accidents as “a VFR pilot suddenly flying into unexpected weather and not being able to extract himself in time to avoid hitting something hard.” Frankly, this writer thinks the image of “accidentally” flying into bad weather is hooey. With nearly 60 years of aviating behind me, this writer has “accidentally” encountered IMC conditions only one time, when departing from a coastal airport, on a moonless night, with no weather observations available. Sure enough, I hit a low coastal cloud condition, immedi-
ately turned to a direction that would insure I did not hit terrain, and called ATC. Even before ATC could respond, I was on top and on my way. The fact is the vast majority of CFIT accidents resulting from inadvertent entry into IMC resulted from scud running or continuing flight into worsening weather with the hope (bad word in aviation) that things would be better than forecasted. Avoiding hazardous conditions can prevent a CFIT accident. In other words, CFIT is far more related to decision- making skills than flying skills. Loss of Control is a different story. This is an accident wherein a pilot is flying a perfectly good airplane and simply loses control of it. Such accidents are often not related to weather but to the basic inability of the pilot to fly the airplane correctly. This category of accident hits CFI’s right in the tender places, as we (including this writer) are the ones who are supposed to be teaching flying skills and making sure they still exist when pilots go for a FAA required Flight Review every 24 calendar months. At this point, please allow me to move away from a third person editorial comment format and go straight to personal opinion and anecdotal examples. I realize that some (perhaps many) readers will have a different view of this subject, so please do go beyond grumbling and drop me a note with your comments. First, now that the FAA has raised the red flag on Loss of Control, let’s see if they have a good grip on what is going on. Take a look at the official FAA definition of Loss of Control, as now required to be taught in all FIRCs: An aircraft experiences Loss of Control (LOC) when it fails to properly respond to a pilot’s control inputs. LOC is divided into two categories: 1.Loss of Control on the Ground (LOC-G) 2.Loss of Control In-flight (LOC-I) Read it again… do you see the same thing this writer sees? It appears that the FAA is blaming the airplane for failing to respond, versus the pilot for failing to fly the airplane. One wonders if that is a fundamental misunderstanding on behalf of the FAA or just poor writing. Every pilot knows that airplanes do not simply fail to respond to correct pilot inputs unless there is a severe mechanical failure. There is significance in divided Loss of Control into ground and flight environments. For example, student pilots have a lower rate of Loss of Control events in flight than do more experienced pilots, but they do bang them up during landings and roll-out, not Continued on Page 21
February 2015
www.inflightusa.com
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Calendar of Events Continued from Page 3
APRIL cont’d.
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18 — 19
19
21 — 26 25 25 — 26
MAY
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2—3
9 — 10
14 — 17 16
16 — 17
17
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29 — 31 30 — 31
Q Louisville, KY: Thunder over Louisville, Standiford Field, (502) 7672255, thunderoverlouisville.org. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Corpus Christi, TX: NAS Corpus Christi Air Show, (361) 961-2267. Q Grant-Valkaria, FL: Valkaria AirFest, gates 8 a.m.,Valkaria Airport, (321) 952-4590. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251. Q Lakeland, FL: Sun ’n Fun Int’l. Fly-In & Expo, gates 9 a.m., Lakeland Linder Regional Airport, www.sun-n-fun.org. Q Durant, OK: Take to the Skies AirFest, 10 a.m. to 6 p.m., Durant Regional Airport, www.taketotheskiesairfest.com. Q Vidalia, GA: Vidalia Onion Festival Air Show, gates 9 a.m., Vidalia Regional Airport, (912) 293-2885, www.vidaliaonionfestival.com. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Manassas, VA: Manassas Open House & Air Show, 10 a.m. to 4 p.m., Manassas Regional Airport, www.marbainc.com. Q Abilene, TX: Dyess AFB Big Country Airfest, gates 9 a.m., www.dyessfss.com. Q Shreveport, LA: Defenders of Liberty Open House & Airshow, gates 9 a.m., Barksdale AFB, www.barksdaleafbairshow.com. Q Chino, CA: Planes of Fame Airshow “A Salute to Veterans,” Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Davenport, IA: Quad City Air Show, @noon to 5 p.m., Davenport Municipal Airport, www.quadcityairshow.com. Q Dallas, GA: Salute American 2015 Air Show, gates Sat. 1:30 p.m./Sun. 11:30 a.m., Paulding Airport, www.pauldingairshow.net. Q Millville, NJ: Millville Wheels & Wings Airshow, 10 a.m. to 6 p.m., Millville Municipal Airport, (856) 327-2347, www.millvilleairshow.com. Q El Cajon, CA: Stearman Fly-In, Allen Airways Flying Museum, Gillespie Field, (619) 596-2020. Deadline to register Mar. 15. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Redlands, CA: Hangar 24 AirFest & Anniversary, Redlands Airport, www.hangar24airfest.com. Q Hondo, TX: CAF Warbirds over Hondo, South Texas Regional Airport, www.warbirdsoverhondo.com. Q Auburn, AL: Auburn Opelika Airshow, Auburn University Regional Airport, www.auburnopelikaairshow.com. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Goldsboro, NC: Wings over Wayne, gates 8 a.m., Seymour Johnson AFB, www.wingoverwayneairshow.com. Q Chicopee Falls, MA: The Great New England Air Show, Westover ARB, www.greatnewenglandairshow.com. Q Virginia Beach, VA: Warbirds over the Beach, gates 9 a.m., Virginia Beach Airport, militaryaviationmuseum.org. Q Augusta, GA: Boshears Skyfest & Fly-In, gates 9 a.m., Daniel Field Airport, www.boshears.com. Q Addison, TX: Warbirds over Addison, Addison Airport. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251. Q Wantagh, NY: Bethpage Air Show, 10 a.m. to 3 p.m., Jones Beach State Park, airshow.jonesbeach.com. Q Columbia, MO: Salute to Veterans Air Show, 9:30 a.m. to 3:30 p.m., Columbia Regional Airport, www.salute.org. Q Rochester, NY: Rochester Int’l. Air Show, Greater Rochester Int’l. Airport, www.rocairshow.info. Q Greeley, CO: Rocky Mountain Airshow, Fri. 4-9:30 p.m./Sat. & Sun. 9 a.m. to 4 p.m., Aurora Reservoir, www.cosportaviation.org. Q North Kingston, RI: Rhode Island National Guard Open House Airshow, gates 9 a.m., Quonset State Airport, www.riairshow.org. Q Suffolk, VA: Virginia Regional Festival of Flight, gates 8 a.m., Suffolk Executive Airport, www.virginiaflyin.org. Q Blaine, MN: Discover Aviation Days, 7 a.m. to 4 p.m., Anoka County Airport, www.discoveraviationdays.org.
Back to Work in Washington The 114th Congress has been sworn in and is getting down to business. AOPA’s legislative affairs team is busy reconnecting with returning GA supporters in Congress and their staff and making sure the newest members of Congress know what matters to GA pilots and owners. Three of the newest members of Congress, Reps Barry Loudermilk (R-Georgia) and Ralph Abraham, (R-Louisiana) and Sen. Mike Rounds (R-South Dakota), are AOPA members. Among those returning to the House are AOPA members Rep. Sam Graves (R-Missouri), co-chair of the House General Aviation Caucus, and Rep. Todd Rokita (R-Indiana), both original co-sponsors of the House General Aviation Pilot Protection Act to reform the third-class medical. Their personal experiences as GA pilots and strong leadership bodes well for keeping up the pressure for medical reform. Rep. Richard Hanna (R- New York), a private pilot, AOPA member, and strong GA supporter is also returning. All three will serve on the House Transportation and Infrastructure Committee. In the Senate, AOPA member Sen. Jim Inhofe (R-Oklahoma), one of general aviation’s staunchest supporters is back. In addition, Sen. Pat Roberts (R-Kansas), another stalwart for general aviation issues who was an out-front supporter of AOPA’s efforts to end unwarranted stops and searches of GA aircraft and pilots by Customs and Border Protection agents, was also re-elected. The start of a new Congress means rebuilding the House and Senate General Aviation Caucuses from the ground up. The House GA Caucus will need new Democratic leadership to join Rep. Graves following the departure of co-chair and AOPA member John Barrow (D-Georgia). Following the 2014 elections, 32 of the House GA Caucus’ 253 members have departed, mainly as a result of retirements. The Senate GA Caucus, which lost eight of its 40 members after the election cycle, will also need to seek new leadership following the retirement of co-chair Sen. Mike Johanns (R-Nebraska) and the departure of co-chair Sen. Mark Begich (D-Alaska). At the same time, the Senate GA Caucus could be bolstered by the arrival of GA supporters who previously served in the House. Sens. Shelley Moore Capito (R-West Virginia), Cory Gardner (R-Colorado), and Steve Daines (R-Montana) are all former House GA Caucus members now serving in the Senate. Tom Cotton (R-Arkansas), a co-sponsor of the House General Aviation Pilot Protection Act, also joins the Senate. Rebuilding the GA Caucuses will be a priority for AOPA during the early months of the new Congress, because with the vitally important FAA reauthorization and long-awaited medical reforms under consideration, it will be more important than ever to have lawmakers who understand GA needs and concerns
President & CEO, AOPA
*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HMMLJ[ `V\Y Å`PUN NV [V www.aopa.org today.
8
FIVE NEW FLY-INS
FOR
In Flight USA Celebrating 30 Years
L
By Mark Baker
This year, we’re hoping people will make a weekend of it. So, for the first time
each AOPA Fly-In will kick off with a Friday night social event. And most locations will offer on-field camping for those of you who’d like to sleep under the wing. At the fly-ins themselves you can get up close to all sorts of aircraft, from the newest models rolling off the assembly line to the rarest antiques and most venerable warbirds. You’ll have the chance to see, test, and buy the latest aviation products. And you can take part in a variety of seminars and educational opportunities with an expanded slate of speakers on aviation safety, maintenance, local flying tips, and aircraft ownership. We’ll have a “Learn to Fly” area for future pilots and a Rusty Pilots seminar to help lapsed pilots get back into the air.
I’ll host a Pilot Town Hall and answer your questions. And of course, you’ll be able to meet and talk to AOPA staff throughout the day. Good food is an important part of any fly-in, so we’ll offer a traditional pancake breakfast for $5 and gourmet food trucks or local restaurants will be on hand to provide lunch. Admission to the fly-ins is free for everyone, and those who pre-register can get special pricing for lunch. We’re excited to be visiting new places and meeting more members from all around the country. I hope to see you, too. You can find out more about the flyins, pre-register to attend, or start planning your visit at www.aopa.org/fly-in.
It has been nearly seven months since the Department of Transportation (DOT) began a planned 90-day review of the Federal Aviation Administration’s (FAA’s) proposed medical reform rule, and members of the Aircraft Owners and Pilots Association (AOPA) and the general aviation community are frustrated by the department’s inaction, AOPA President Mark Baker told Secretary of Transportation Anthony Foxx in a strongly worded letter. “Proposed medical reforms, which simply seek to expand on a standard used successfully for a decade, have been under review for three years, making it incomprehensible to many in the aviation community that no action has yet been taken,” Baker wrote in the Jan. 13 letter. The standard, which allows some pilots to fly recreationally without obtaining a third-class medical certifi-
cate, has been in use since 2004 when the FAA adopted the Sport Pilot rule. “The evidence is clear: Allowing pilots to fly without going through the third-class medical process is safe,” Baker wrote. “The FAA’s proposed rule would simply extend this standard to more pilots flying more types of small aircraft.” The proposed medical reforms have the support of more than 180 bipartisan members of Congress, who co-sponsored legislation known as the General Aviation Pilot Protection Act (GAPPA) that would have allowed thousands more pilots to fly without obtaining a medical certificate. Major aviation organizations and type clubs have also publically expressed support for reform, as have the Flying Physicians Association and the AOPA Medical Advisory Board, whose members are both doctors and pilots. Allowing reform to move forward
will also save time and money for pilots and the federal government, while bolstering general aviation–an industry that contributes $150 billion to the economy and supports more than 1.2 million jobs but is struggling, in part because of rising costs. AOPA estimates that medical reform, as proposed under GAPPA, would save pilots $24.6 million every year. A conservative estimate also shows an annual savings of $1.9 million to the FAA. Because third-class medical exams take place only once every two or five years depending on age, they are no substitute for an honest relationship with a primary care doctor and the self-assessment that pilots must conduct before every flight. To help pilots accurately assess their fitness to fly, AOPA is developing a comprehensive online educational course, which will be offered free to the public.
Baker also noted that even without a medical certification requirement, pilots must undergo an evaluation with a flight instructor at least every two years to act as pilot in command. During these flight reviews, instructors evaluate the pilot’s cognitive condition, as well as his or her physical ability to safely operate an aircraft. If either is in question, they do not endorse the pilot. “Our members, the general aviation industry, members of Congress, and the American people are frustrated with our government’s inability to move efficiently and effectively on issues that will improve safety, save money, and help create jobs and support local economies,” Baker wrote. “On behalf of our members and the aviation community, we must ask when the Department of Transportation will allow third-class medical reform to move forward? The time to take action is now.”
The General Aviation Manufacturers Association (GAMA) today welcomed U.S. Representative Marc Veasey (DTX) as the new Co-Chair of the bipartisan U.S. House General Aviation Caucus. Representative Sam Graves (R-MO) will continue to serve as the other Co-Chair. The House General Aviation Caucus serves as a forum for highlighting and educating members of Congress about
general aviation and its important contributions to the U.S. economy. Established in 2009, the House General Aviation Caucus holds regular briefings, events, and other activities to ensure members and their staffs stay up-to-date on the issues facing the general aviation community. “We are delighted that Congressman Veasey–with his strong understanding of
general aviation and manufacturing issues–will join Congressman Graves in this key leadership role in the 114th Congress,” GAMA President and CEO Pete Bunce said. “Congressman Veasey spoke eloquently at GAMA’s General Aviation Jobs Rally in Dallas, Tex. this past March about the significant economic and jobs impact of general aviation manufacturing on his district and the
nation. We look forward to working closely with him on issues important to the general aviation community, such as streamlining the certification process, enhancing safety, and promoting policies that sustain manufacturing. Congressmen Graves and Veasey will be a powerful team to lead the Caucus in the 114th Congress.”
President and CEO AOPA ast year AOPA tried something really different. Instead of a big annual convention, we decided to host a series of small one-day fly-ins at locations around the country–and they were more successful than we could have dreamed. We met more than 16,000 people, parked more than 2,800 airplanes, and had a great time doing it. Our members told us how much they loved these relaxed, fun celebrations of general aviation and how much they appreciated our presence at their airports. So it was an easy decision to do it again. The hard part was deciding where to
go. More than 40 airports invited us to host a fly-in, and I wish we could visit all of them. But in the end we had to make choices, so here’s what we came up with:
2015
February 2015
May 16: Salinas Municipal Airport (SNS), California June 6: Frederick Municipal Airport (FDK), Maryland August 22: Anoka County-Blaine Airport (ANE), Minnesota September 26: Colorado Springs Municipal Airport (COS), Colorado October 10: Tullahoma Regional Airport (THA), Tennessee
AOPA PUSHES DOT
TO
END MEDICAL REFORM DELAY
GAMA PRAISES U.S. REPRESENTATIVES GRAVES THEIR GA CAUCUS LEADERSHIP
AND
VEASEY
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FAA FUNDING SECURED THROUGH SEPTEMBER 2015
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In Flight USA Celebrating 30 Years
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Money Included for ADS-B, Avgas Research, and Certification Reform
By Elizabeth A Tennyson
ongress has passed an omnibusspending bill that keeps the FAA, and other government agencies, funded through the end of the fiscal year in Sept. 2015. The funding bill, which avoids a government shutdown, passed the Senate over the weekend, following passage by the House earlier in the week. The omnibus includes $12.4 billion for the FAA, approximately $17 million less than the FAA’s 2014 funding level. The bill also covers full operation of the air traffic control system, as well as $3.35 billion for the Airport Improvement Program, which funds infrastructure
repairs and improvements at airports, including general aviation airports. The agreement also includes a provision that allows small airports to continue contributing five percent of the total cost for unfinished phased projects that were underway prior to the passage of the FAA Modernization and Reform Act of 2012. The contract tower program will also continue under the omnibus-spending bill, with $144.5 million, including $9.5 million for the contract tower costsharing program. Other ongoing programs also will be preserved. The agreement includes $254.7 million, an increase of $7.5 million above the budget request, to advance Continued on Page 19
The City of Santa Monica’s efforts to absolve itself from an agreement with the federal government are obviously intended to restrict or end operations at Santa Monica Airport in violation of longstanding federal law and a specific contract it signed, the Aircraft Owners and Pilots Association (AOPA) argued in a federal appeals court filing Thursday. That consequence––losing the availability of Santa Monica Municipal Airport (SMO)––the court filing argues, could have a detrimental impact on air transportation for thousands of Southern Californians. The amicus brief filed jointly by AOPA and the National Business Aviation Association notes that the city took back control of SMO from the federal government after World War II under the U.S. Surplus Property Act (SPA). That law determined that airports that were valuable to the maintenance of ‘”an adequate and economical national transportation system” could be transferred to local government, the brief stated, but only in consideration of the “acceptance of reservations, restrictions, and conditions of the Federal government.” In 1948, the City of Santa Monica accepted the airport from the federal government, which had taken it over during wartime for aircraft production. The city regained control of the airport with the understanding that the airport would operate in perpetuity, which is what the SPA required and which was set forth in terms
within the airport transfer agreement. The SPA, the amicus brief argued, “Specified that surplus airport property be disposed of in such a manner so as to ensure that the property remained airports as needed for an efficient national transportation system, under the oversight of the Federal government and that airport property not be misallocated by transferees for other purposes.” But the city’s actions today, the brief argues, “could have the ulterior purpose of restricting or closing SMO once its commitments to the federal government,” such as the acceptance of federal airport improvement funds, have ended. That action, AOPA and NBAA argued, “Would entirely contradict both the overt purposes of the Surplus Property Act and the transfers made pursuant to that law.” The City of Santa Monica initially sued over SMO in federal court in Oct. 2013, claiming that it was not fully aware that the Federal government had a continuing expectation of the City’s compliance with the conditions of the 1948 transfer agreement concerning the airport. A U.S. district court judge threw out the city’s initial case as being filed too late to challenge something that they’ve known about for more than 65 years, leading the city to appeal to the U.S. Ninth Circuit Court, where the AOPANBAA amicus brief was filed. Continued on Page 22
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By Elizabeth A Tennyson AOPA
he Department of Transportation has announcedplanstocompleteitsreviewof proposed third class medical reforms on Jan. 26, allowing the FAA’s draft rule to move to theOfficeofManagementandBudgetforanother round of mandatory reviews. Meanwhile, AOPAhaspledgedtokeeppushingforlegislation torelievethousandsofpilotsofthethirdclassmedicalrequirement. “The general aviation community has waited too long for medical reform,” said AOPA President Mark Baker. “We will keep pushing for action on every possible front, including seeking a legislative solution with help from our friends in Congress. “Last year’s General Aviation Pilot Protection Act won the support of more than 180 bipartisan co-sponsors in the House and Senate. Lawmakers recognize how important this issue is for the future of general aviation. We expect new legislation to be introduced this year, and if we can’t get action on standalone legislation, we will do all we can to get it included in the FAA reauthorization bill.” In the meantime, the proposed FAA rule to reform the third class medical process is scheduled to leave the DOT
LAS
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nearly seven months after the department received it for a mandatory review that was scheduled to take no more than 90 days. Once the DOT releases the proposed rule, it will move to the Office of Management and Budget (OMB), which will also have 90 days to review and comment. Only after that review is complete will the FAA publish the notice of proposed rulemaking for public review. Although DOT announced the schedule on its website, there is no guarantee that the rule will move out of the department as planned. The OMB review could also take longer than the scheduled 90 days. “We hope the process will finally move forward,” said Baker. “Reforming the third class medical certification system will save pilots and the FAA money, boost general aviation, and stimulate economic activity. These are all good things, and the government should be moving swiftly to make it happen, not dragging its feet.” Throughout the process, AOPA and others have been pushing regulators to move reform ahead. “Proposed medical reforms, which simply seek to expand on a standard used successfully for a decade, have been under review for three years, making it incomprehensible to many in the aviation
11
community that no action has yet been taken,” Baker wrote in a Jan. 13 letter to Transportation Secretary Anthony Foxx. The standard, which allows some pilots to fly recreationally without obtaining a third class medical certificate, has been in use since 2004 when the FAA adopted the sport pilot rule. Since then, it has proved to
A
be safe and effective, and expanded reform has won widespread support. Major aviation organizations and type clubs have publicly expressed support for reforms, as have the Flying Physicians Association and the AOPA Medical Advisory Board, whose members are both doctors and pilots.
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Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor..........................................................................................Annamarie Buonocore Production Editors ..............................................................................Anne Dobbins, Toni Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen Staff Contributors..................................................................................................S. Mark Rhodes, .........................................................................................................Larry Nazimek, Joe Gonzalez, Columnists..............................................................Stuart Faber, Larry Shapiro, Ed Wischmeyer, ..................................................................................................................Marilyn Dash, Ed Downs, Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280
In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
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1981 A36TC BONANZA 3198 TT, 446 SFRMN, King digital radios, GPS, HSI, KFC-200 AP/FD/YD, tip tanks, EDM-800 engine data, oxygen.
1982 PRESSURIZED 58 BARON 3320 TT, 830/830 SMOH by RAM, G-600 PFD/MFD w/synthetic vision, GTN-650 w/fuel flow & WAAS, GDL-69A data downlink w/XM wx/radio, TCAS, stormscope, KFC-250 AP/FD/alt preselect /YD, known ice, EDM-960 engine management, VGs, low thrust detectors, standby gyro.
1999 BEECH B36TC BONANZA 2468 TT, 673 SMOH, Garmin 430 IFR, Garmin GMX-200 MFD, GDL-69A data downlink, WX-1000 stormscope, KFC-225 AP/FD/preselect.
1978 CESSNA 414A 2938 TT, 250/350 SMOH, Garmin 530, Mircoline, GTX330 xpdr w/TIS, raddar, stormscope, moving map, C-800 IFCS, known ice, air, VG’s, EDM-760 engine data, fuel computer.
1983 COLEMILL FOXSTAR 58 BARON 1983 Colemill Foxstar 58 Baron; 3776 TT, 1145/1145 SMOH, Garmin G-600 w/synthetic vision, Garmin 530 WAAS & 430 WAAS, GDL-69A data downlink w/XM wx/radio, Garmin vertical profile radar, TAS-600 active traffic, STec-55X AP/FD/alt preselect/GPSS roll steering/YD, winglets, hydro wing spoilers, engine baffles, fuel computer, EDM-760 GEM.
1968 V35A BONANZA 4398 TT, 1452 SMOH, 1073 STOP, dual Collins Microline, King DME & ADF, HSI, STec-30 w/altitude hold, GEM, flap & gap seals, 4-place intercom w/music input, large baggage door.
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1989 MALIBU MIRAGE 3039 TT, 1216 SFRMN, Garmin 530 WAAS, moving map, HSI, KFC-150 AP/FD/YD, KAS-297 preselect/alert, known ice,air, spoilers, fuel computer, ground clearance.
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12
In Flight USA Celebrating 30 Years
ON LOW TIDE
Anna Serbinenko after one of her “off-airport” beach landings. (Courtesy of Anna Serbinenko) contact Canadian Flight Centre Editor’s comment: The “precautionary landing,” is not a topic that is directly www.cfc.aero, flying@cfc.aero, 604/946 addressed in the FAA Practical Test 7744. Standard. A diversion to an alternate airOne last note, you must visit this port is part of testing scenarios, but the area of the world, just north of Seattle. It concept of simply getting the airplane on is spectacular! the ground, perhaps not at an airport, is seldom taught and certainly not tested. It By Anna Serbinenko is tragic that accidents, which occur every year, could have been avoided if the hen I was a student pilot, we PIC had simply accepted the fact that were strictly banned from any continued flight was not possible. In “off-airport” landings. On one many cases, a landing on a suitable surhand, now that I am a flight instructor, I face could have safely prevented continucan sympathize more than ever with the ing flight into worsening weather condischool’s mistrust of a student pilot’s comtions or a power-off landing caused by mon sense decision making skills, and the fuel exhaustion or mechanical difficulties. paranoia about the insurance. On the It is interesting to note that our other hand, I cannot possibly think of Canadian neighbors face the potential of endorsing a commercial pilot who has off-airport landings head on, especially if never landed in anything less than 2,000+ flying with Anna Serbinenko, a class one long paved level runways. They are simairplane and class one aerobatic instrucply not fit for commercial pilot duties. tor. Anna is also the only female aerobatIn the Canadian airplane pilot sylic performer in Canada. Her passion for labus, there’s an exercise called flying lifts her away from the daily routine Precautionary Landing. A typical sceinto the sky with a three-dimensional freenario used to motivate the student is, dom called “Sky Dancing.” Anna flies “what do you do if you are low on fuel?” with the Canadian Flight Centre. Or “ what if you have a sick passenger on Established in 1979 and now in two board?” Fuel management issue aside locations, Boundary Bay, Vancouver, BC, , (what was so difficult about landing at the last airport you passed and put a few galCFC has trained more than 3,000 pilots lons in the tanks?), why on earth would from over 20 countries. Graduates of you land with a sick person on board in Canadian Flight Centre are currently the middle of nowhere instead of heading working at airlines around the world. to the nearest airport to get qualified medToday, under Anna’s leadership, CFC ical help? But what if there is no airport trains “from tail wheel to turbine,” with a close by, a real issue in rural Canada big variety of courses and aircraft. Special programs are now being offered to U.S. (most of the country), or weather blocks Pilots that include the techniques and skill access to an alternate airport? described in Anna’s latest contribution to The precautionary landing can be In Flight USA. For more about Anna and used much more often than just for the her airshow schedule: visit flight test purposes. In fact, Canadian www.annaserbinenko.com. For beach CARs expect the pilot to execute one, landing experience and training in BC, Continued on Page 13
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February 2015
February 2015
On Low Tide
Continued from Page 12 should continuing the trip became unsafe, be it for a mechanical issue, weather coming down faster than forecasted, or simply if you are not sure of the condition of the runway at your destination. Like the U.S. FARs, the Canadian CARs require the pilot in command to exercise emergency authority and do whatever is necessary to prevent endangerment of passengers and/or persons on the ground. If that means an off-airport landing, so be it. When flying with the Canadian Flight Centre in beautiful British Columbia, we teach precautionary landings on a daily basis. Hope Airport is a registered airport, with a grass runway, often featuring soft conditions after BC’s liquid sunshine embellishes the region. Harrison Mills Golf Course is an airplane friendly place with a short gravel strip, but we need to make sure curious golfers vacate the landing surface. Unimproved back country or island strips like Tipella or North Pender Island present a challenge of the unknown. Then, of course, is our favorite off-airport training scenario, the ocean beach landing. Several beaches on the West coast of Vancouver Island are long and straight enough for landing an airplane. Even though it might seem very tempting to try it yourself, please-pleaseplease get proper training from an experienced instructor before attempting beach landings. Even after having done multiple beach fly-in picnics, I’ve had situations that brought up my adrenaline. So first of all, consider the choice of aircraft. If you have no more than one person coming with you, a little tail dragger like a Citabria is the best option. It handles potential rough surfaces better than a tricycle plane, offers good visibility, and is great fun to fly. If two people come with you, a Cessna 172 or 182, or similar machine is your plane. I would not go for a beach landing with a fully loaded 172 with four people in it. Timing is everything. Not only is good weather important for your flight, but you must also make sure that you have a suitable landing surface when the tides are low. Familiarize yourself with the tides schedule. There could be only half a dozen suitable days in a month. Low tides in the evenings are not good. In the unlikely event of being stuck on the beach, you want to have a fair chance of being rescued the same day and to not make camp amongst coyotes and bears (welcome to Canada!). A non-tidal surface is usually too rough for landing and covered with debris and logs. Even tundra tires won’t help with large obstacles. In Canada, we file a detailed flight
www.inflightusa.com plan, and stay in contact with ATC as long as possible. We advise Canadian ATC of our intentions before descending for landing where you will most likely lose radio contact. We also tell ATC of our intended length of time on the beach and our expected time of the next radio contact with them when airborne again. They can call rescue if they don’t hear from us as expected. In our neck of the woods, you usually have about an hour to an hour and a half for the picnic or a cross-island hike through the rainforest, before the tide comes up again. Keep in mind that U.S. Flight Service and ATC may not be as familiar with this sort of service as Canadian ATC, so make sure a trusted source at your departure point is in on the adventure just in case you do not return on time. Always be prepared for an overnight stay, with clothes, water proof matches, and shelter and bear bangs (editorial note; a bear bang is like a road flare but makes a load noise) should events not work out as planned. You do not want to be on a bears dining menu! Wind can be hard to determine. Usual indications like smoke are usually not there, cloud movement is not necessarily an indication of the surface winds, and the ocean water movements are not primarily wind driven. Tall pine trees hardly give away the direction of the wind. A reliable method of determining the wind direction could be the drift. Find a landmark, fly right over it at about 1,000 feet (low enough to assume the wind is the same as on the surface), and do a full 360 degrees level, standard rate turn (editorial note; in Canada, called a rate one turn). Note which way you drifted, and it will show you where the wind is coming from and how strong it is. When making the final decision on the direction of landing, consider obstacles. Sometimes you have to accept a couple knots tailwind to avoid having to clear 300 feet tall trees on final. To check the surface length, you can either estimate visually or time it. Just eye balling might work somewhere where there is a comparison such as buildings, fields, grid, etc. In the wild, it can be misleading. For timing, some flight manuals advise to extend flaps, fly at 60 knots, and “time the field.” Each second at 60 knots equals 100 feet of field length. Nice suggestion, but forget about timing the field at 60 knots! Be it on the beach or a grass farmer’s field, why would you want to be low and slow? Isn’t that something we’ve always been taught to avoid? It’s even worse, low, slow and not even paying attention to flying, because you are trying to do some sort of a field check. However, nothing bad will happen if you Continued on Page 14
13
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1977 CESSNA 340A ‘RAM SERIES VII’
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4599 TT, 333/333 SMOH on RAM 335 HP engs. 333/333 on factory new Hartzell ‘Scimitar’ props. Known Ice (recent boots). King digital IFR with KMD850 MFD w/IHAS-8000 EGPWS & TAS. SANDEL EHSI, King ART-2000 Color Radar, KLN-94 GPS, Strikfinder, Insight EGT/CHT, Shadin FF, 400B IFCS AP/FD w/YAW, S-Brakes, 183 gals, Fac A/C, Intercoolers + much more! Nice P & I. Northern Nevada last 30 yrs. Ready for immediate inspection and delivery. Reduced from $259,500 to ................................................................$229,500
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EAA, GA WORKING GROUP IN FRONT OF FOCUS ON LOSS-OF-CONTROL ACCIDENTS
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Findings Already Providing Ideas to Address NTSB Top 10 Item
EAA and the general aviation community are already well ahead of the curve when it comes to finding ways to reduce GA loss-of-control accidents because of several years of progress through the FAA’s General Aviation-Joint Steering Committee working group that has studied those accidents. Loss-of-control accidents in general aviation gained visibility recently when the National Transportation Safety Board named it as one of its Top 10 Most Wanted List of transportation safety improvements. It was the only GA item mentioned on this year’s list, which also includes rail, mass transit, commercial trucking, and motor vehicles driving impairment. “The general aviation community is already well on its way toward meeting its own goal of studying loss-of-control and finding ways to reduce those totals through its exhaustive work within the GA Joint Steering Committee,” said Sean Elliott, EAA’s vice president of advocacy and safety. “EAA has been a very active member of this committee’s working group, which is focused on using verifiable data to find causes and the best ways to address the issue, while not wasting time and resources on solutions that would have only a minimal impact.” EAA co-chaired the first Loss-ofControl Working Group several years ago and has been the lead organization
On Low Tide
Continued from Page 13 do your low pass at 80 knots, time it and then each second equals more than 100’ of field length. Using 80 knots will get you an approximate landing area length with a built in 30 percent margin! As you are doing a precautionary landing and inspecting the surface, the textbook “low pass” at 500 foot AGL is not going to cut it anymore. There is no reliable way of telling a log from algae at that altitude. For thorough inspection, you might have to go as low as ground effect to make a land/no-land decision, and pick the best distance from water to the touch down point where the surface is the hardest. Too wet––you get stuck. Too dry––and you flip over. Keep in mind that the best spot for landing is not necessarily the best spot for parking for the next hour. Anticipate the change. Be sure to practice this “low pass” maneuver with
for implementing several of the group’s safety enhancements regarding training and outreach. Among the solutions advanced by EAA through the Loss-ofControl Working Group was the recently FAA-approved use of a test pilot for Phase 1 flight-testing in amateur-built aircraft. This “second pilot” program was detailed in the story “Education, Not Regulation - The AC 90-116 Success Story” that appeared in the Nov. 2014 issue of EAA Sport Aviation magazine. (Story is available at eaa.org) Elliott, who serves on the GA-JSC steering committee, noted that the process being used by the GA working group is similar to the Commercial Air Safety Team (CAST) program adopted by airlines in the 1990s that greatly reduced their accident rate. The CAST program evaluates data over a longer period of time that shows trends and specific items to address through education and training. “EAA has always believed that education is more effective than regulation, and our members have always shown themselves to be dedicating toward making themselves better pilots,” he said. “While the NTSB focus on GA loss-ofcontrol accidents is a good reminder, the aviation community and the public should know that EAA is already part of an outstanding, substantial GA community effort toward a solution.” a qualified CFI over a long, hard surface runway, before your try it for real. There are several islands in the area with beaches suitable for landing within reach of DFC’s training area. We don’t try to land on all of them in one trip. Some are so far apart that you would hardly have time to fly from one to the other while tide conditions are suitable. Instead, we pick one or two close by and enjoy the journey. We do mountain flying to and from our beach landings (lots of fascinating terrain in the Vancouver area), checking out the humongous Martin Mars water bombers in Sproat Lake, and if you are lucky, we catch a great view of whales playing in the Pacific. This is an experience of a lifetime that nature graciously offers to those who dare to spread the wings. Oh yes, don’t forget to rinse off the salt residues that you will surely find on your plane after a beach landing!
February 2015
www.inflightusa.com
15
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THE LITTLE AIRPORT THAT TIME FORGOT
D
By Donia Moore
ropping into Rubidoux’s uncontrolled Flabob Airport, near Riverside, Calif. feels like wandering into a 1940s time warp. Flabob started life as the Riverside Airport in 1925. The seventh oldest surviving airport in California didn’t get its unique name until 1943 when emergency crews responding to a crash showed up at Flabob by mistake. Then-partner-owners, Flavio Madariaga and Bob Bogen, combined the first letters of their names to come up with Flabob, differentiating it from the larger airport down the road.
Flabob Airport Café
To get a feel for the history of Flabob, visit the Flabob Airport Café. It’s in an historic building, which was originally the cookhouse of the NCO Club at Camp Haan, the anti-aircraft auxiliary of March Field during WWII. When Camp Haan was closed after the war, its buildings were offered to farmers for a buck a building. Flavio Madariaga had his picture taken with some borrowed barnyard animals and convinced the sergeant that he was a farmer. He dragged the building to Flabob, added the spacious porch and stone fireplace, and created the social heart of the airport. Many aircraft designs and improvements first saw the light of day as sketches on napkins at the cafe. Its walls are filled to capacity with old photos, memorabilia and airplane junk, and big model airplanes hover overhead. Don’t miss the cowboy mural gracing the walls, a reminder of the first “manager” of the airport, “Cowboy Aviator” Roman Warren. Flabob has always been a haven for aviation aficionados: mayors; civic leaders; even the treasurer of the Democratic Central Committee responsible for Harry S. Truman’s nomination as vice president in 1944. Everybody who was anybody in the burgeoning area of Riverside, Calif. flew. Established two years before the Lindbergh Boom, many firsts in aviation innovation, design, and education started in Flabob. The Experimental Aircraft Association’s (EAA) Chapter One, still going strong, was founded in Flabob.
Why Riverside?
W W W . B A J A P I R AT E S O F L A PA Z . C O M 5 6 2 - 5 2 2 - 310 0
February 2015
In the first decades of the 20th century, Riverside, Calif., was the wealthiest county per capita in the U.S., due to its rich citrus produce, beautiful climate, and tourism. Known as “The City Beautiful,” Riverside’s magnificent Craftsman and
Pegasus statue at entrance of airport. (Donia Moore)
Flabob Airport Cafe
(Donia Moore) Mission Revival style homes drew attention to this inland garden spot. The lovely Mission Inn attracted a famous and wealthy clientele and soon became an internationally known resort. “The Flyers Wall” at the Mission Inn attests to the number of famous aviators who visited the area. From 1918, the site drew noted aviators like Clarence O. Pres, who built more than 50 airplanes in a former citrus packinghouse at the corner of Indiana and Arlington, using the dirt street for a landing strip. Barnstormers frequently set up shop in vacant fields surrounding town. Riverside’s establishment knew that a regular airport was needed to put Riverside on the air map. They approached Pliny Evans, owner of the Evans Ranch, just west of the Santa Ana River and located on the main highway to Los Angeles. Evans agreed to lease out the field to the Chamber of Commerce and the Lions Club, retaining the right to pasture his cattle on the land. The Riverside Airport, as it was then known, was created.
The Cowboy Aviator
The first manager of the airfield was a colorful character called “Cowboy Continued on Page 18
February 2015
Contrails
I
by Steve Weaver
www.inflightusa.com
THE EPIPHANY
t must seem to newcomers in our world of aviation that the pilots who were flying back in “the day,” must be conspiring to weave a universal tall tale about how aviation was in the old days. Then they take turns telling the tale while the rest of the codgers nod in solemn assent. In these times of six and seven dollar avgas and single engine piston aircraft pushing three quarters of a million dollars, it’s hard to visualize a world of 40 cent fuel and affordable airplanes, which the factories were pumping out like popcorn. Imagine a time when we had the freedom to fly just about anywhere in almost anything and when almost anyone who was working could afford an airplane of some kind. To those of us who lived and flew during those halcyon days, it seemed normal at the time because we hadn’t known anything else. Most of us thought that it would continue this way always and that was just the way it was supposed to be. It also seemed to us, to me anyway, that aviation was probably about the same in every progressive country. I had no clue what an oasis of aeronautical privilege we were living in. But in the mid ‘70s I had an experience that opened my eyes. I was given a glimpse of aviation in the UK and Europe, and I saw firsthand that flying there was mostly for the wealthiest. If you can stand a circuitous route to the point I want to make, I’ll tell you the story. In the spring of 1976, I had taken a break from flying, my career, and life in general and I was spending several weeks touring the UK; this while morosely contemplating the wreckage of my life, since my little world of aviation had imploded that winter. Alas, my rascally accountant had made off with the corporate purse, and my flying service had tumbled around my head. Airplanes, employees, hangar, shop, charter service, and Piper dealership all had gone, and with it, my ability to make a living. The banks had
swooped in and also taken everything I owned personally that was worth taking, so I had little left but my clothes. It was pretty apparent to me at that point that I had reached one of life’s ugly little mileposts. I needed to stop and take stock and decide what the rest of my life would look like. I needed a change of scenery and a place that would help me do that. Serendipitously, about that time a check showed up. It was from my bank, the proceeds of a closed out and forgotten account. I remember holding the check and thinking that it wasn’t enough to change my new and admittedly horrible lifestyle, but it was enough to take a trip overseas, where I could think more clearly about things. Without hesitating, I purchased a round trip ticket to London and started filling my backpack with the things that I would need for a month of travel. I hitched a ride to JFK with my friend, Jake, who let me ride along on a trip he had in the King Air he was flying, and there I caught my flight to Heathrow. It turned out that I had unknowingly booked on the inaugural U.S. flight for Virgin Airways. There was lots of celebrating in First Class, and I saw a smiling Richard Branson swinging a glass of bubbly, but the fete never made its way to Steerage. In London, I hired a car, as they call it there. It was a Morris Mini, the grandfather of the present day Mini, and it looked much like the present car, except it had wheels so small it made the car resemble a roller skate. I had seen pictures of them, but never had seen one for real, and certainly not one with the driving position on the right (wrong) side. I stowed my gear in the boot (trunk). I set off with great apprehension, steering from the wrong side of the car, shifting with the wrong hand and flinching as cars came at me from the wrong side of the road. My brain wasn’t designed for this. Roundabouts were completely mind blowing, and I
approached each one with fear and foreboding, which usually turned out to be appropriate feelings for what was about to happen. After a few miles of this and several shots of adrenalin in response to cars coming around a turn on “my” side of the road, I stopped to fill up at a petrol station, and attendants swarmed the tiny car. With the tank full, fluids checked and preflight complete, I stepped in the office and settled my bill. Back outside, I jumped back in the car and stared dumbly at the dash panel in front of me. The steering wheel was gone. I looked to my right and found it, smugly attached to that side of the car. I looked to my left and saw three smiling petrol attendants giving me their unblinking attention. Thinking quickly, I opened the glove compartment and sorted through the documents there, as though I needed something vital to my continued driving. Clutching the owner’s manual I jumped out of my seat and ran around to where the steering wheel was waiting for me and quickly sped away, blushing to my hair roots. Well into the Northumberland countryside now, I settled into the journey and began to relax. As the miles unfolded, I grew ever more delirious with the richness of rural England. Stonewalled farms swam by, and the two-lane road twisted across the green and rolling landscape to offer new vistas at every turn. As I rounded a bend and came out upon a long valley, I suddenly saw a runway off to my right. Not just a runway, it was an aerodrome, and not just an aerodrome, but one from WWII. There were Quonset Huts set in rows and aging hangars, their darkened interiors guarded by shadow. The crisscrossing Emerald runways lacked only landing Spitfires to convince me that I had traveled back in time. Of course I had to stop, and as I pulled into the parking area, one of the strangest and largest gliders that I’d ever seen was being pulled from one of the hangars by a half dozen or so men.
The general aviation community has banded together to urge the Federal Aviation Administration (FAA) to address critical barriers to ADS-B (Automatic Dependent Surveillance— Broadcast) equipage, including high cost and lack of certified solutions for some types of aircraft. In a joint letter sent to FAA
Administrator Michael Huerta on Jan. 23, 14 general aviation groups representing tens of thousands of aircraft owners asked the FAA to take aggressive steps that would allow more aircraft to meet the agency’s mandate to equip for ADSB Out by 2020. “We hear every day from members who want to meet the FAA’s mandate but
can’t, often because they can’t afford it or because there is simply no path to compliance,” said Mark Baker, president of the Aircraft Owners and Pilots Association (AOPA). “Too many of these pilots tell me they’ll be doing a lot less flying if we can’t find workable, affordable solutions before the mandate takes effect.” ADS-B is a cornerstone of the
17
I introduced myself to them as a pilot from the U.S. and to my confusion, became a sort of instant celebrity. They gathered about me in a circle and asked many questions about what flying was like in the States, one after the other submitting their inquiries in a sort of very polite interrogation. Then they showed me their glider, which was the only aircraft on the aerodrome they said. It was a two place, sideby-side affair, the open cockpit of which resembled a ‘30s English Roadster, and you sat in it up to your ears in airplane. The wing span was enormous, at least 60 feet, and as I looked it over, they asked me if I’d like a ride in it. Of course I said yes, so it was trundled out to the runway, hooked to a double-decked bus, which had been converted into a winch tow, and off we shot, for a short but memorable silent tour above the greenscape. Their hospitality didn’t stop there; back on the ground, I was to operate the winch they said, and so I did and logged what would be my career’s only winch tow. When it was time to say goodbye, I shook hands with these delightful men whose hospitality and fervor for the sky humbled me. One of them said something to me as I was leaving that I thought about for a long time afterward. He said, “Oh I wish you’d been here last week; we had a powered airplane come in.” I never forgot that statement because it brought home just how privileged those of us who love the sky have been in this country, but I am saddened by how much less accessible aviation is to the average person in our country now. It’s my hope that aviation is not on a slippery slope in this country, and that we never arrive at a place where a visit by a powered airplane is an event.
GA GROUPS URGE FAA TO TAKE STEPS TO LOWER BARRIERS TO ADS-B
FAA’s effort to modernize the air traffic system. ADS-B Out uses specialized GPS equipment installed in each aircraft to identify the aircraft’s location and automatically report it to ground stations and other aircraft. ADS-B In, which is not part of the FAA’s mandate, provides that information along with other data to Continued on Page 22
18
In Flight USA Celebrating 30 Years
Flabob Flight Plan
Continued from Page 16 Aviator” Roman Warren. His first order of business was to build a barbed wire corral. This was not for the cattle but for the airplanes. Since Evans retained pasturage rights, the corral was built to keep the cattle from eating the sweet dope fabric off the airplanes. Riding the rails as a fireman’s assis-
February 2015
tant, “cowboying” in Montana, barnstorming across the country, Warren finally landed at the Riverside Airport where he put the field on the map with a daring stunt of flying under the low Rubidoux Bridge over the Santa Ana River, just feet from the Riverside Airport. Barnstorming pilots had flown under bridges before but never one as low as the 16-foot high arch. On June 14, 1926, he had a ready audience as he took off in his Thomas-Morse S4C Scout, flying 100 miles an hour. He cleared the
Cowboy Aviator Roman Warren - 1st Manager of Flabob. (Donia Moore)
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tiny portal by four feet, ensuring his fame as an aviator and attracting Riverside’s finest civic leaders, doctors, and lawyers to his flight school. In 1938, a devastating flood laid waste to most of the airfield and its plans.
Flavio Madariaga and Grassroots Aviation
After the original Riverside Airport washed away, the few pilots who stayed on moved their airplanes a few hundred yards downstream, where a leftover WPA tool shed offered some shelter, and is now incorporated into Flabob’s Hangar One. With World War II looming, a Civil Air Patrol Squadron was established there. In 1943, Flavio Madariaga and his partner, Bob Bogen, purchased the little strip. Madariaga was a jack-of-all-trades, a pilot, and a machinist who could make anything. He and his partner, Bob Bogen, an aeronautical engineer, owned a machine shop in Los Angeles. Driven by rising population and soaring land values in Los Angeles, Madariaga and Bogen looked for a place further out, with room for an airstrip to enable them to make aerial delivery of supplies and parts, and to bring in customers. According to Flabob legend, they rejected many possible strips as too scenic and therefore likely to become densely settled. They decided on the little airstrip adjoining the village of Rubidoux, close to the City of Riverside. Madariaga moved there with his family. He had done a lot of work for the movie studios, such as making the “vines” on which Tarzan swung, and from one of the studios he “scrounged” a circus tent, which he pitched under a tree to become the family home. Meals were on a picnic table under the tree, and the stillroaming cows helped themselves to any tasty bits they found on the table. The tent is long gone, but the tree is still there and so were the cows, until a developer ran them off a couple of years ago.
Flabob Today: Tom Wathen and Air Education
Today, Flabob Airport is owned and maintained by the Wathen Foundation. In 1999, Tom Wathen retired as Chairman of the Pinkerton Detective Agency. A lifelong aviation enthusiast, he determined that his Wathen Foundation would be dedicated to aviation education and preservation. In May of 2000, his foundation purchased Flabob as a “campus” where teachers, volunteers, young people, and others could interact. The Wathen Foundation (and its airport arm, Flabob LLC), have made many Continued on Page 19
February 2015
www.inflightusa.com
Flabob Flight Plan Continued from Page 18 needed improvements to Flabob Airport. The 3,200-foot runway has been widened and resurfaced, the parallel taxiway has been resurfaced and extended the entire length of the runway, and aircraft parking areas and taxi lanes have been paved. The airport cafe has been refurbished. Two new hangars have been built, and 12 more are nearing completion. A large new hangar and meeting place for EAA Chapter One was dedicated at Chapter One’s 50th anniversary open house. It serves as a meeting place for programs of many aviation organizations in addition to Chapter One. Educational programs at Flabob are a growing community asset. The EAA Aviation Foundation worked with the Wathen Foundation to present the first off-
FAA Funding
Continued from Page 10 the use of ADS-B for air traffic control separation services, support the collection and validation of surveillance data, and help assess the impact on FAA’s oceanic automation system. The FAA is directed to make an investment decision regarding ADS-B within 30 days to address the concern that the agency’s absence from the program is undermining its status as a global safety and technology leader. The Wide Area Augmentation System (WAAS) for GPS will be funded at $98.6 million, a slight decrease from the budget request of $103 million. Also included is $6 million for continuing research and testing of alternatives to leaded avgas, up from $5.7 million requested by the president. The agreement also includes $14.9 million for unmanned aerial systems (UAS) research, an increase of $6 million above the budget request. Within this increase, $5 million dollars is provided for a new center of excellence on UAS and two million dollars is provided to help meet FAA’s UAS research goals of system safety and data gathering, aircraft certification, command and control link challenges, control station layouts and certification, sense and avoid, and environmental impacts. The spending package also includes language regarding the Small Airplane Revitalization Act, which became law in Nov. 2013. Specifically, FAA is expected to use the resources as requested in the budget request to support the completion of a final rule that advances the safety and continued development of small airplanes, as required by the act, which set a 2015 deadline for the reform of aircraft certification rules.
Oshkosh offerings of its Air Academy programs for young people, and these have now become a Flabob staple with some four to six programs annually for middle and high school students. The community surrounding Flabob also benefits from the Wathen Foundation. Academy personnel and volunteers bring programs to area elementary, middle, and high schools. Under Foundation sponsorship, middle and high
school students rebuilt a 1941 Aeronca Super Chief under expert adult supervision and earned subsidized flying lessons. Two follow-up projects are underway: a Stinson 108-3 donated by a group headed by EAA Secretary Alan Shackleton, and a Stits Sky Coupe. While Flabob may look like a walk through the early days of aviation, the “little airport that time forgot” under the Wathen Foundation will remain a haven
19 for aviation enthusiasts for years to come. Contact www.flabob.org for information about upcoming events and flying/driving directions. Donia Moore is a published author and “rusty pilot,” specializing in freelance copywriting, publicity, and web content writing. Contact her at iwritewordssc @gmail.com, on LinkedIn, Facebook /iwritewordssc, Twitter @doniamoore
20
FAA
The Federal Aviation Administration (FAA) continually works with the aviation and medical communities to ensure that pilots are fit to fly. On March 2, the FAA will issue new medical guidance to Aviation Medical Examiners (AMEs) that incorporates industry and Congressional feedback balanced with the FAA and National Transportation Safety Board’s (NTSB) safety concerns
TO ISSUE
NEW GUIDANCE
ON
In Flight USA Celebrating 30 Years
about pilots flying with Obstructive Sleep Apnea (OSA). OSA inhibits restorative sleep. Untreated OSA always has been a disqualifying medical condition and will continue to be disqualifying. The FAA is not changing its medical standards related to OSA; however, it is revising the screening approach to help AMEs find undiagnosed and untreated OSA. The
SLEEP APNEA
new guidance will improve safety and pilot health by reducing the burdens and disincentives that may have prevented some pilots from seeking an OSA evaluation and treatment. Pilots will be able to continue flying while they are evaluated and as they begin treatment, if needed. Pilots diagnosed with OSA may send documentation of effective treatment to the FAA to
February 2015
arrange for a Special Issuance medical certificate to replace the regular issuance medical certificate. Based on feedback from industry on the FAA’s draft guidance, the new guidance does not rely on BMI and allows a pilot to keep flying during evaluation and treatment. The FAA plans to publish the new guidance in the FAA Guide for Aviation Medical Examiners on March 2, 2015.
Fact Sheet – Sleep Apnea in Aviation
The Federal Aviation Administration (FAA) is responsible for protecting the safety of people who fly as well as the lives and property of people on the ground. The United States has an impressive safety record, but the FAA continually works with the aviation and medical communities to ensure that pilots are fit to fly. The FAA will issue new medical guidance to Aviation Medical Examiners (AMEs) on March 2 that will balance industry and Congressional concerns with the FAA and National Transportation Safety Board’s (NTSB) safety concerns about pilots flying with Obstructive Sleep Apnea (OSA).
What is Obstructive Sleep Apnea?
OSA affects a person’s upper airway in the area of the larynx (voice box) and the back of the throat. This area is normally held open to allow normal breathing by the surrounding muscles. When an individual is asleep, these muscles become slack, and the open area becomes smaller. In some individuals, this area becomes so small that breathing and resulting normal oxygenation of the blood is impaired. The person may actually choke. This causes some degree of arousal from normal sleep levels, which the individual may or may not be aware of. These people do not get restorative sleep and wake feeling tired. OSA has significant safety implications because it can cause excessive daytime sleepiness, personality disturbances, cardiac dysrthythmias, myocardial infarction, stroke, sudden cardiac death, hypertension, and cognitive impairment, such as decreased memory, attention, planning, problem solving, and multi-tasking.
What is the background on the FAA’s actions on OSA?
Untreated OSA always has been a disqualifying medical condition and requires a Special Issuance of a medical certificate from the FAA. In Nov. 2013, the FAA proposed guidance that would have required treatment for pilots with a body mass index (BMI) of 40 or more. It would have grounded those pilots until they successfully completed treatment, if required, and they obtained a Special Issuance medical certificate from the FAA. Key aviation industry stakeholders, as well as members of Congress, expressed concern about this enhanced screening. The FAA has now revised the guidance to address those concerns.
What is the new guidance?
BMI alone will not disqualify a pilot or require an OSA evaluation. The risk for OSA will be determined by an integrated assessment of history, symptoms, and physical/clinical findings. OSA screening will only be done by the AME at the time of the physical examination using the American Academy of Sleep Medicine (AASM) guidance provided in the AME Guide. Pilots who are at risk for OSA will be issued a regular medical certificate and referred for an evaluation, which may be done by any physician (including the AME), not just a sleep medicine specialist, following AASM guidelines. If an evaluation is required, a laboratory sleep study or home study will not be required unless the evaluating physician determines it is warranted. The pilot may continue flying during the evaluation period and treatment, if indicat-
ed. The airman will have 90 days (or longer under special circumstances) to accomplish this. The FAA may consider an extension in some cases. Pilots who are diagnosed with OSA and who are undergoing treatment may send documentation of effective treatment to the FAA to arrange for a Special Issuance medical certificate to replace the regular medical certificate.
How is OSA treated?
Though several types of treatment are available depending on the severity of OSA, the most effective treatment involves the use of a continuous positive airway pressure (CPAP) or Automatic Positive Airway Pressure device that is worn while sleeping. In fact, there are currently 4,917 FAA-certificated pilots who are being treated for sleep apnea and are flying with a special issuance medical certificate.
When will the new guidance take affect?
The FAA plans to publish the new guidance in the FAA Guide for Aviation Medical Examiners on March 2, 2015.
What are the FAA’s current rules on OSA?
Untreated OSA always has been and will continue to be a disqualifying medical condition. AMEs are advised by the FAA to be alert for OSA and other sleep-related disorders such as insomnia, restless leg syndrome, and neuromuscular or connective tissue disorders because they could be signs of problems that could interfere with restorative sleep.
Is the FAA changing the rules on OSA?
The FAA is not changing its medical standards related to OSA. The agency is revising the screening approach to help AMEs find undiagnosed and untreated OSA.
Have there been any accidents or incidents associated with OSA?
The National Transportation Safety Board (NTSB) determined that OSA was a contributing factor in the Feb.13, 2008 Mesa Airlines (operated as go) Flight 1002 incident, in which both the captain and first officer fell asleep during the flight. They flew 26 miles past their island destination into open-ocean and did not respond to air traffic controllers for more than 18 minutes. After normal communication was resumed, all three crewmembers and 40 passengers onboard arrived safely at their destination. The captain was found to have undiagnosed severe OSA. The NTSB has investigated accidents in all modes of passenger transportation involving operators with sleep disorders and believes OSA to be a significant safety risk. The NTSB database lists 34 accidents––32 of which were fatal––where sleep apnea was mentioned in the pilot’s medical history, although sleep apnea was not listed as “causal” or “contributory” in those accidents. The database includes an additional 294 incidents where some type of sleep disorder was mentioned in the history. For more information on medical certification, go to: http:// www.faa.gov/ licenses _certificates/medical_certification/
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February 2015
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Editorial: Loss ofrequirements Control for years.
Continued from Page 6 a surprise. Basically, the loss of control being referred to has to do with stalls and resulting failure to recover prior to hitting something hard, or spins, still a killer. Of course, the spin is a result of an aggravated stall. In most cases, the stall-spin scenario takes place low to the ground, such as in the traffic pattern or while maneuvering at low altitude (buzzing?). Very often, some form of significant distraction is involved. This writer has personally experienced three unintentional stall events, two resulting in spins. One took place while flying a glider and attempting to use two circling hawks to find a thermal. Yep, hawks have a lower stalling speed than a glider, and the shudder and soft “brake” gave me the clue to lower the nose… no harm. One spin event occurred while demonstrating the slow speed maneuvering characteristics of a super STOL plane. I became a bit aggressive (at a safe altitude), and the plane broke over the top of a turn and began a spin entry. Quickly recognized, I simply relaxed the backpressure and flew out of the half turn spin. Interestingly enough, the customer being treated to my lack of flying skill never knew that the spin had happened. Finally, was a demo flight to an airshow performer, certified for low altitude aerobatics. Although the plane was not a dedicated aerobatic aircraft, the performer planned to use it as a novelty act. The performer entered an aggressive, full power stall, very uncoordinated, and the plane snapped into a rapid, power-on spin. To my shock and surprise, the performer continued to hold the stick full back and appeared confused. I executed the pre-arranged take-over command (a standard part of all my demo briefings) and promptly recovered. Tragically, this same performer was killed later that same year while performing a low altitude spin. In all three cases of my personal experience, the biggest factor was distraction. This writer learned that one must not only have one’s hands and feet in the game but also one’s brain… full time! It is interesting to note that the FAA has recognized the “brain game” side of safety for years… perhaps too much so. Much of the material covered in FIRCs has to do with the psychology of flight but at the cost of allowing time for the stick and rudder side of flying. One would like to think that all CFIs teach every student to be as good a “stick and rudder” pilot as possible, skilled in both technical knowledge and basic flying skills. The reality is often different. CFIs, we must teach to the standards set forth in the Practical Test Standard (PTS), which has decreased skill
Stall demonstrations have become a little more than a precision maneuver. No spin training is required, except for a ground discussion and logbook endorsement that such a discussion has taken place. 720º steep turns are out as are accelerated stalls. New pilots learning to fly in modern trainers are quite expert at hitting the “GO-TO’ button but increasingly weak in aircraft control. CRM, situational awareness, and judgment have become the key points in training, as required by the FAA. Regrettably, CFIs who have been trained in the last 20 years have never had the experience of knowing that we once stressed flying skills, not just thinking skills. This writer developed habits back in the days when I was working on my Commercial and CFI certificates that have probably saved my hiney more than once over the years. As an 18-year-old with a TriPacer, I would be up early every morning to go to the airport and spend an hour in practicing flight maneuvers of all kinds. That habit stuck, and I regularly just practiced precision flying, edge of envelope maneuvers, and max performance takeoffs and landings. Even today, when flying with my twin brother in his Zenith 601A, we challenge each other on basic flying skills… and he is improving (he would probably say the same about me)! What about you? Do you really think about just how well you fly your plane? Do you practice? Is every landing a precision landing, touching down at a specific location on the runway, or do you just hope to keep it on the airport property? Do you use the Flight Review as a real skill level check-up, or just look for a pal who will “sign you off?” When was the last time you practiced a maximum effort 180º, like trying to get out of a canyon? How about entering a climb, pulling the engine back to idle, waiting three seconds, and then performing an 180º turn, like an engine failure after takeoff? I would like to say, line up a CFI and go up to practice, but be sure to get the right CFI. That can be tough. Make sure your CFI is thoroughly familiar with your plane and preferably, with a certificate that has been “maturing” for 20 years or so. That ought to get some comments! We can’t fix the FAA or testing standards, but we can all be better pilots that refuse to let our planes get out in front of us. So, here is the call to action: Get a current PTS, find an instructor, and see if you can pass the flight check for the rating you now hold. If you can, step it up and get some acro training… get the juices going! If not, lock that CFI in your hanger until he/she can beat some basic skills back into you. Come on, reader, step up and be a real pilot!
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In Flight USA Celebrating 30 Years
GA Groups Urge FAA
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Continued from Page 17 participating aircraft, allowing them to use an in-cockpit display to â&#x20AC;&#x153;seeâ&#x20AC;? nearby traffic and weather. The groups emphasized their support for universal participation in ADS-B but pointed out that significant hurdles to compliance remain. â&#x20AC;&#x153;The high cost of equipage and the lack of certified solutions for some aircraft owners, as well as ongoing challenges identified by a 2014 Department of Transportation Inspector Generalâ&#x20AC;&#x2122;s report, all stand in the way of equipage by the general aviation fleet,â&#x20AC;? the letter said. â&#x20AC;&#x153;Unless these issues are resolved swiftly, we, unfortunately, can expect to see a significant reduction in general aviation activity when the ADS-B Out mandate takes effect on Jan. 1, 2020.â&#x20AC;? While the FAA has identified cost as a barrier to equipage, aviation organizations want the agency to work quickly to begin certifying lower-cost solutions that could serve large segments of the general aviation community. The groups asked the FAA to â&#x20AC;&#x153;make working with equipment manufacturers and our organizations its highest priority in order to meet this mandate on general aviation.â&#x20AC;? Failure to do so, the letter warned, could limit participation in ADS-B, prevent the full realization of safety benefits, reduce general aviation activity, and create economic hardships. As of Jan. 1, 2015, only about 8,800 general aviation aircraft had equipped to meet the mandate. Using a 1967 Cessna 150 valued at $34,000 as an example, the letter noted that even the least expensive path to compliance would require the owner to spend approximately $5,000, or 15 percent of the aircraftâ&#x20AC;&#x2122;s value, simply to continue operating in the same airspace he or she uses today. The owners of more than 81,000 registered aircraft valued at $40,000 or less face a similar dilemma. â&#x20AC;&#x153;Thatâ&#x20AC;&#x2122;s why we ask the FAA to be an active partner and commit its Flight
Standards and Technical Operations team to work with stakeholders in identifying cost drivers in the current ADS-B Out technical standards and develop alternative solutions that leverage technology to drive down these cost barriers,â&#x20AC;? the letter said. For some other types of aircraft, including experimental aircraft, no path to compliance currently exists. â&#x20AC;&#x153;ADS-B compliance requires a supplemental type certificate or new type certificate for the aircraft where it will be installed,â&#x20AC;? the letter explained. But since experimental aircraft, by definition, are one of a kind and do not have type certificates, no supplemental type certificate can be issued.â&#x20AC;? Similar issues exist for factory-built Light Sport Aircraft, new glass-panel aircraft and some Part 25 aircraft, leaving thousands of owners with no way to comply with the mandate. The letter also cited concerns about the potential for decreased activity at 1,339 airports located under or within what will be ADS-B-ruled airspace. Fewer operations could have significant negative economic impacts for the airports as well as for the businesses and communities they serve. Finally, the letter noted that gaps in coverage, technical and training issues, data integrity concerns, cost overruns, delays and other issues identified by a 2014 Department of Transportation Inspector Generalâ&#x20AC;&#x2122;s report must be addressed for ADS-B to deliver on its promises. The letter was signed by the leaders of the Aircraft Owners and Pilots Association, American Bonanza Society, Antique Aircraft Association, Cardinal Flyers, Cessna Pilots Society, Citation Jet Pilots Owner Pilot Association, Classic Jet Aircraft Association, Commemorative Air Force, Experimental Aircraft Association, Helicopter Association International, Light Aircraft Manufacturers Association, National Air Transportation Association, National Business Aviation Association, and Seaplane Pilots Association.
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Continued from Page 10 On appeal, the city has again argued that it did not know that the conditions of the 1948 agreement were still in force, and that, in any event, a 1984 settlement with the Federal Aviation Administration over aircraft traffic at SMO extinguished any rights the federal government had under the World War II-era statute. AOPA and NBAA have argued that the city was well aware of the 1948 transfer conditions and that it waived its right
to object to that agreement long ago. â&#x20AC;&#x153;The cityâ&#x20AC;&#x2122;s claim of ignorance at this late date about the effect of the plan and recognized language at issue amounts to a transparent and parochial effort to selfishly achieve a city objective without regard to how it would effectively weaken the national air transportation system that has been planned, established, and nurtured to serve the nationâ&#x20AC;&#x2122;s public,â&#x20AC;? the brief states.
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24
In Flight USA Celebrating 31 Years
THE
GENTLE GIANT
February 2015
Imposing from any viewpoint, the Super Guppy can carry an amazing variety of shapes inside its 25 ft wide, 25 ft high, and 96 ft long cargo compartment. Based on the Boeing Stratocruiser and modified with a greatly enlarged fuselage, turboprop engines, reinforced landing gear, and a side-opening cargo nose, this is the only flying example of the five Super Guppies built. (NASA)
W
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hen a giant turboprop cargo plane recently droned into Long Beach in Southern California, it marked the latest chapter in a fascinating tale. When NASA needed to move a large box-shaped structure some 30 ft long and of 10,000lb weight across country from Southern California to NASA Langley in Virginia, they did not have to look far. As it happens, NASA owns and operates the sole remaining operational Turbine Super Guppy (out of the five built during the ‘60s to carry outsize pieces of cargo). The Super Guppy (NASA 941) is currently based at the NASA facility in El Paso, Tex., and flew from there to the west coast to pick up its cargo. The payload on this occasion was a composite, double-deck multi-bay box made for NASA’s Environmentally Responsible Aviation (ERA) project. This test article represents a 75 percent scale version of the center section of a hybrid wing-body aircraft (think of a scaled-up X48, flown at NASA Dryden some years ago) but now built of a lightweight, damage tolerant stitched-composite structural concept dubbed PRSEUS (Pultruded Rod Stitched Efficient Unitized Structure) built by Boeing Research and Technology in Huntington Beach, Calif. and assembled in Long Beach. The innovative structure comprises carbon-epoxy panels, which are infused with resin and cured by vacuum pressure without having to use a large autoclave, which would normally be required. ERA Project Manager, Fay Collier said, “Stitching the layers together in PRSEUS allows aircraft manufacturers to use fewer fasteners; this in turn will reduce cost, weight, and the likelihood of cracks developing.” After the layers are stitched, the carbon-fiber rods are inserted to add stiffening. Researchers estimate
Super Guppy Specifications
Dimensions Wingspan ..............156 ft 3 inches Length....................143 ft 10 inches Height ......................48 ft 6 inches Cargo bay dimensions: Length ......................................111 ft Width ........................................25 ft Height ......................................25 ft Weights Empty weight ................101,500 lbs Useful load........................54,500lbs Max weight ....................170,000lbs Powerplants:4 x Allison 501-D22C turboprops of 4680 hp each Performance: Max speed ........................250 knots Cruise speed......................220 knots Range..................................1734 nm Service ceiling................25,000 feet that PRSEUS should provide a 25 percent reduction in weight compared with stateof-the art aircraft composite applications. The task was simple, fly PRSEUS to Langley, where it would be put into a test rig (COLTS), bent, pressurized, and eventually broken in the name of research. And how to get it there? According to Dawn Jegley, lead NASA engineer on the PRSEUS project, the Super Guppy was the obvious choice. It could easily accommodate the large structure, and its crew was well used to dealing with huge and ungainly items (the Super Guppies were used for years by Airbus to carry large portions of their airliners between construction sites in Europe). So recently the bulbous shape of Continued on Page 26
February 2015
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26
In Flight USA Celebrating 31 Years
February 2015
Inside the Gentle Giant
Continued from Page 24 NASA 941 appeared in the skies to the south of Long Beach airport, made a stately approach, and landed. When parked to the amazement of spectators, the nose of the aircraft, including the flight deck, started to open, pivoting about a hinge mounted on the left side. As the nose was slowly opened, the cavernous hold was revealed. PRSEUS was carefully loaded through the nose, the nose was moved back into position, and the controls reconnected.
What’s the Super Guppy like to fly? According to Astronaut and Super Guppy pilot, Greg Johnson, the rule is to do gently banked turns. It is a big airplane with lots of inertia. The basic design stretches back to the post-WWII Stratocruiser. This means that the controls are manual rather than hydraulic, so it takes a lot of muscle power to hand fly the Super Guppy. It’s a two-man effort to fly in rough air. The nosewheel steering is mechanical, controlled by the pilot through a large steering wheel down by his left knee, so taxiing is
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The nose of the Super Guppy is opened to allow access to the cavernous interior. The cargo section is 25 feet wide at its widest point, 25 feet high, and almost 95 feet long. All the control runs have to be disconnected to allow the nose to be swung open and reconnected when the nose is closed. The entire flight deck is contained within the hinged nose section. (NASA)
a slow and deliberate affair, bearing in mind the huge wingspan of more than 150 feet and the four big propellers out on the wings. On normal taxiways, the wingtips are out over the grass, and keeping the nosewheel on the yellow line is essential. Super Guppy crews generally fly at best cruise of around 220 knots and altitudes of 13,000 feet to 16,000 feet. The crew compartment is pressurized. The Super Guppy is limited to 250 knots airspeed. Range is limited, as the drag of the huge fuselagecombined with the relatively low altitude contributes to a high fuel burn Crosswinds are a limiting factor, both from the flying aspect, when a side wind will push against that great sail of a fuselage, and when opening and closing the nose on the ground. Opening and closing the nose is a precision operation involving multiple crew members, auxiliary jacks and extra wheels, and very careful lining up of marks on the hinged nose and on the fuselage. Use of checklists is mandatory because of the disconnection and reconnection of the controls required during the operation. NASA normally operates the Super Guppy with two pilots, one or two flight engineers and two or more ground crew, depending on the mission. A handful of seats is provided behind the flight deck for the extra crew or passengers Originally sized to carry sections of the huge Saturn rocket, the Super Guppy has carried many exotic cargoes, including ISS and Airbus airliner components. Since it was acquired by NASA, one of the most interesting cargoes it has carried has been a pair of NASA T-38s. The needle-nosed jets were mounted cheek to cheek on a support framework, each still in one piece
The test article being transported is a box-shaped structure, which represents the center-section of a hybrid wing-body design based on the X-48 (from Boeing), which was flown at NASA Armstrong in 2013 and is shown in its latest X-48C form in the photo. (NASA)
with wings attached, and gently slid into the cargo bay with room to spare. As Long Beach lay under its accustomed morning maritime cloud layer, the Super Guppy took off and headed east on the first leg of its journey to NASA Langley. Over the next two days, it flew east, hop-scotching across the States and cruising around 220 knots IAS at an altitude of 13,000 feet, calling first at Williams Gateway, Ariz., and then flying another leg to Amarillo International airport in Texas. After an overnight stop at Amarillo, NASA 941 flew on to Campbell Army Airfield in Kentucky; then concluded its second day of flying with a final leg to NASA Langley, Va. At this point, the ground troops took over and unloaded the cargo from this gentle giant, moving it the five blocks to the building housing the COLTS (Combined Loads Test Section) test rig, its final destination. The next day, The Super Guppy was airborne again, flying on to Ellington and NASA HQ at Houston before concluding its odyssey with a final leg back to base at El Paso.
EAA SIGNS AS SUPPORTER OF UAS SAFETY CAMPAIGN, “KNOW BEFORE YOU FLY”
February 2015
www.inflightusa.com
27
AUVSI, AMA, and the Small UAV Coalition Partner to Promote Safe, Responsible Flying
AUVSI, AMA, and the Small UAV Coalition Partner to Promote Safe, Responsible Flyinground the country, and safety for us has always been a core principle,” said Bob Brown, AMA president. “As a co-founder of the campaign, this is a unique and important opportunity to show others that flying model aircraft can be a fun experience and best when done as safely as possible. We are thrilled that EAA has decided to join us in our campaign.” “There is a lot of excitement and enthusiasm around UAS, and we are pleased to see the campaign continue to grow as we spread the word about safe and responsible flying,” said Michael Toscano, president and CEO of AUVSI. “We want to ensure that all prospective operators know what they should and should not do with an unmanned aircraft, and the ‘Know Before You Fly’ campaign will serve as an important educational tool in that effort.” “Many consumers and industries are
excited to use the technology, and we want to help ensure that people are aware of the existing safety guidelines,” said Tyler Collins, on behalf of the Small UAV Coalition. “The ‘Know Before You Fly’ campaign was designed to make that information more accessible and educate users, across the spectrum, on safe and responsible operations.” The Consumer Electronics Association (CEA) also recently signed on as a supporter. The campaign plans to team up with manufacturers and distributors to inform consumers and businesses about what they need to know before taking to the skies. The campaign includes a website, educational video, point-of-sale materials, and a digital and social media campaign to ensure that prospective operators have the information and guidance on what they need to know before they fly a UAS. For more information, visit www.KnowBeforeYouFly.org or follow the trend online with #KnowB4UFly.
EAA CLEARS CONFUSION OVER TRAINING IN RESTRICTED CATEGORY AIRCRAFT
Uncertainty surrounding flight training in restricted category aircraft, and potentially experimental exhibition aircraft, has been clarified following EAA efforts to reach out on behalf of those who own these unique aircraft and train pilots to fly them. EAA received reports from specialty
aircraft examiners of restricted category aircraft that the FAA was considering policy changes that would prohibit the aircraft from being used for initial type rating exams, recurrent proficiency exams, and other flights necessary to operate as pilot in command of the aircraft. The Continued on Page 32
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FAA ISSUES UAS GUIDANCE LAW ENFORCEMENT
In Flight USA Celebrating 31 Years
FOR
February 2015
The proliferation of small, relatively inexpensive unmanned aircraft (UAS) presents the Federal Aviation Administration with a challenge in identifying people who don’t follow the rules of the air or who endanger the nation’s airspace. So, the agency is asking the law enforcement community for help. The FAA released guidance to the law enforcement community explaining the legal framework for the agency’s oversight of aviation safety in the U.S., including UAS operations. The guidance describes how UAS and model aircraft can be operated legally, and the options for legal enforcement actions against unauthorized or unsafe UAS operators. The document also discusses the law enforcement community’s vital role in deterring, detecting, and investigating unsafe operations. State and local police are often in the best position to immediately investigate unauthorized UAS operations, and as appropriate, to stop them. The document explains how first responders and others can provide invaluable assistance to the FAA by: • Identifying potential witnesses and
conducting initial interviews • Contacting the suspected operators of the UAS or model aircraft • Viewing and recording the location of the event • Collecting evidence • Identifying if the UAS operation was in a sensitive location, event, or activity • Notifying one of the FAA’s Regional Operation Centers about the operation as soon as possible The FAA’s goal is to promote voluntary compliance by educating individual UAS operators about how they can operate safely under current regulations and laws, but the guidance makes clear the agency’s authority to pursue legal enforcement action against persons who endanger the safety of the National Airspace System. The guidance stresses that while the FAA practices caution by not mixing criminal law enforcement with agency administrative safety enforcements, the public is best served by coordinating and fostering mutual understanding and cooperation between governmental entities with law enforcement responsibilities.
The Federal Aviation Administration granted two regulatory exemptions for unmanned aircraft systems (UAS) operations, including the first for real estate photography. The agency gave the exemptions to Douglas Trudeau with Tierra Antigua Realty in Tucson, Ariz., and Advanced Aviation Solutions in Spokane, Wash. Before these exemption approvals, the FAA had granted 12 exemptions to 11 companies in a variety of industries. Mr. Trudeau’s exemption authorizes him to fly a Phantom 2 Vision + quadcopter to enhance academic community awareness and augment real estate listing videos. Advanced Aviation Solutions plans to use a fixed-wing eBee Ag UAS to make photographic measurements and perform crop scouting for precision agriculture. Both applicants also must obtain a Certificate of Waiver or Authorization (COA) that ensures the airspace for their proposed operations is safe and that they have taken proper steps to see and avoid
other aircraft. In addition, the COAs will mandate flight rules and timely reporting of any accident or incidents. Secretary of Transportation Anthony Foxx found that the UAS in the proposed operations do not need an FAA-issued certificate of airworthiness because they do not pose a threat to national airspace users or national security. Those findings are permitted under Section 333 of the FAA Modernization and Reform Act of 2012. In granting the exemptions, the FAA considered the planned operating environments and required certain conditions and limitations to assure the safe operation of these UAS in the National Airspace System. For example, operations require both a pilot and observer, the pilot must have at least an FAA Private Pilot certificate and a current medical certificate, and the UAS must remain within line of sight at all times. As of today, the FAA has received 214 requests for exemptions from commercial entities.
FAA GRANTS REAL ESTATE, AGRICULTURAL UAS EXEMPTIONS
February 2015
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29
Flying With Faber
I
FRENCH CUISINE – IT’S SIMPLE YET ELEGANT
n the mid-60s, I embarked on my first trip to Europe. Things were cheap then. I purchased a round-trip ticket from Los Angeles to London for $250–a First Class Eurail Pass for $90, which allowed me unlimited back-and-forth travel anywhere in Western Europe. I roamed around for about six weeks– from Norway to Italy and from England to the Hungarian border. During an interlude in Spain, I luxuriated in an oceanfront casita on the Costa Brava for five dollars and consumed a whole lobster dinner for three dollars. After six weeks of visits to virtually every country, I exhausted my $1,000 worth of traveler’s checks and headed home–broke but richer in heart and spirit than I had ever been. England, my first stop, was a breeze. After several days in London, I rambled on to Dover, marveled at the White Cliffs, and hopped a ferry (today, you can travel under the English Channel by Chunnel), to Calais, France. I boarded a train and soon arrived in the heart of Paris at Gare du Nord. “Bon Jour.” I hailed to the first French person I encountered. She responded with palpable hostility–I did not understand the words, but her meaning was clear. After a few more attempts with my high school French, it was obvious that I was not welcomed. I sat on a curb and fought the tears away. As I was about to retreat on the next train back to Calais, two American young ladies approached me. “Are you OK,” they asked? I explained my plight, and they immediately took me under their wing. We shared a delightful week exploring every nook and cranny of Paris. To this day, Paris is one of my favorite cities in the world. I’m an ardent WWII buff, so I was anxious to visit the D-Day battlefields. I flashed my Eurail Pass and headed to the coast of Normandy. At Cherbourg, I stepped off the train and spotted a charming seaside cafe. Of course, on the waterfront, the seafood was the best. “Boisson,” I cried out. Along came a glass of wine. I rarely drink alcoholic beverages; but after all, I was in France. I waited for my seafood entree. After 30 impatient minutes, I again demanded, “Boisson.” Along came another glass of wine. Politely, I consumed it. Finally, I asked again. “Ou est mon
boisson?” Indignantly, the waiter insisted that I already had two “boissons.” I pointed to a table where a guy was devouring a tempting array of fish and shellfish. “That’s what I ordered,” I asserted indignantly. “Oh, Monsieur, you mean ‘Poisson.’” Mr. Hancock, my high school French instructor, was an amiable and enthusiastic teacher. He loved his subject. But in those days, rowdy and undisciplined, we took advantage of his extremely good nature. We teased him mercilessly and generated incessant turmoil in the classroom. While still in the cafe, I wrote a postcard to him. I apologized for our adolescent behavior and expressed regret that I ignored his pleas to study French with passion and use it throughout life. My body was unaccustomed to alcohol–even two glasses of wine. I wobbled out of the cafe as if I were flying lazy eights. I proceeded to hitchhike to Omaha Beach, the site of the first D-Day landing. (In those days, hitchhiking was very safe and common in Europe). An elderly guy stopped. Between his broken English and my horrid French, we were able to communicate quite well. I asked him if he was heading anywhere near Omaha Beach. “Oui,” he replied. He turned to a direction away from the coastline. Was I being abducted? Was he a leftover Nazi soldier taking me prisoner? I meekly asked him where we were going. “I will take you to Omaha Beach,” he responded. “But first, I want to show you some magnificent chateaus, vineyards, and cathedrals.” We spent a delightful and memorable afternoon together. He stopped to purchase a baguette, fresh from the oven. He grabbed a bottle of wine and a hunk of cheese. We sat on a cliff, and gazed at the peaceful shore where so many perished just two decades before–he adamantly refused my offers to pay for the snacks or for his time and transportation. He was just a genuinely nice man. Rarely has anything tasted as good as that simple bread, cheese, and wine. Although some French folks can be exasperating at times, I love France and the French people. The vast majority I have encountered throughout my years were more like the guy in Cherbourg and less like the nasty lady in the Paris train station.
The Magic of French Cuisine
The mention of French food often arouses visions of heavy sauces, creams, and arduous combinations of ingredients. There is some truth in those perceptions. But most classic French dishes consist of just a modicum of ingredients. One secret is that the ingredients are the freshest and superior quality money can buy. The most important secret is the love, patience, and devotion that great French professional and home cooks devote to the preparation of a meal. Both professional chefs and astute home cooks in France visit the market on a daily basis. They don’t plan a menu before this excursion. Whatever provenance happens to be the freshest and best quality that day will dictate the menu items that night. Those little extra steps in the preparation are what make the difference. For example, I visited the home of a French lady. She was about to make a salad. First, she chopped some fresh garlic. She reserved a few plump cloves with which she scraped the inside of the wooden salad bowl for a full five minutes. She carefully washed and thoroughly dried the just-picked greens. She whisked together some white wine vinegar, the best olive oil that money could buy, a few more cloves of garlic, freshly ground black pepper, and a pinch of kosher salt. She dressed the greens sparingly and deftly mixed them together with her hands. Every leaf of this simple, exquisite salad was lightly coated with dressing. On another occasion, I had the honor of spending the day in the restaurant kitchen of a French chef. He was about to roast a free-range chicken. Tenderly, he dried it with a clean cloth. “The drier the skin, the more crispy it will be.” Gently, he rubbed a small amount of soft butter over the surface and lightly seasoned it with salt and pepper. “Don’t forget the cavity,” he instructed. He rubbed salt and pepper throughout the cavity. Finally, he stuffed the cavity with several garlic cloves and half of an onion. He placed the chicken in a 375-degree oven for about an hour and a half and basted the bird every 15 minutes. Unequivocally, the best, juiciest, most tender and flavorful chicken I have ever eaten–and all with just four or five ingredients. I’ve imparted this method to
Stuart J. Faber and Aunt Bea numerous experienced home cooks. Without exception, none were previously aware of these simple steps and each asserted that, from that point forward, their families proclaimed the chickens as the best ever. Over the years, I have collected and modified the following recipes. I guarantee that each is relatively simple to prepare and the rewards to your taste buds will be enormous.
Roasted Duck with Orange/Raspberry Sauce
I’ve rarely met a person who doesn’t love duck–but few attempt to cook one at home. If possible, purchase a Long Island duck. They are very meaty with minimal fat. If you can’t find one, most super market frozen ducks are very good. 1 4-6 pound duck 1 cup freshly squeezed orange juice Zest from 2 oranges (save the peels) 1 T fresh lemon juice ¼ cup chicken stock 3 T apricot jam 1/8 t. ground mustard 1/8 t. kosher salt 4 tablespoons sugar 1 teaspoon freshly ground ginger (optional) 2 T. butter ½ t. orange liqueur ¼ t. cognac 1tablespoon cornstarch dissolved in 2 tablespoons cold water ¼ cup fresh raspberries Preheat oven to 425 degrees. Clean and dry the duck completely. Sprinkle salt and pepper on the surface and in cavContinued on Page 30
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In Flight USA Celebrating 31 Years
Flying With Faber
Roast uncovered for one hour. In the meantime, make the sauce. Mix orange juice, orange zest, lemon juice, chicken stock, apricot jam, ground mustard, salt, sugar, ginger, if using butter in a medium saucepan. Over medium heat, bring to a boil, and add cornstarch mixture. Continue to boil until mixture thickens to approximate gravy consistency. Add liqueur and cognac and simmer for a
Continued from Page 29 ity. Stuff cavity with the reserved orange peels. Fold wings back under the duck. With kitchen string, tie the legs and tail together. Place the duck on a rack in a heavy roasting pan. With a serving fork, pierce the skin all over. Insert the fork at an angle and pierce about ¼ inch deep. Pour about ½ inch of water into the bottom of the pan.
February 2015
minute more. Add raspberries and simmer for about two minutes more until they soft. Set aside. Rotate pan and continue to roast for another 30 minutes. Reduce heat to 375 degrees. Baste duck every 15 minutes with sauce. Roast until the breast registers 180 degrees when inserted with an instant thermometer-about two hours depending on size of duck. If the skin becomes too dark,
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cover loosely with aluminum foil. Remove duck from oven and place on a cutting board. Cover with foil and allow to rest for 15 minutes before carving. Serve with sauce.
Wild Rice with Pecans, Mushrooms and Shallots
A surprising number of folks I meet have never heard of wild rice. I’ve heard of it, not because I am a culinary snob–it was a common dish in my native Wisconsin where it grows wild. Wild rice, believed to be indigenous to the northern latitudes of the Eastern seaboard and around the Great Lakes, grows in well-planned, man-made paddies with water depths of less than one foot. Algonquin, Chippewa and Sioux Indians and preservationists of the old ways paddle canoes through dense, marshy rice beds to gather the ripened kernels. The “green” rice, is dried in huge kettles over open fires, threshed and winnowed to remove hulls and chaffs, then placed in birch-bark baskets for storage-and exportation to France. California, now a grower of oxymoron wild rice, harvests the grains in a more sophisticated and efficient method than the original process. 1 to 1 ½ cups wild rice 4 cups chicken stock 1 cup chopped pecans ½-1 pound shitake mushrooms 3 shallots, 1 leek, diced 3 cloves garlic, minced 1 stalk celery, diced ½ cup chopped parsley 1 tablespoon fresh thyme, chopped butter, salt, pepper Wash rice three times. Place rice and stock in pot. Add salt. Bring to boil. Cover and simmer for about one hour until barely tender. Drain rice and reserve stock. Set aside rice and reserved stock. This yields about three or four cups of cooked rice. Sauté pecans and celery in butter for about five minutes. Add shallots, leek, mushrooms and garlic. Sauté for about three minutes more. Add cooked rice, thyme, and parsley.Add about ½ cup of reserved stock. Cook an additional three to five minutes or until tender. Stir and fluff up. Serve. Continued on Page 31
February 2015
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Flying With Faber Continued from Page 30
French Peas with Mint
3 tablespoons butter 1 onion, chopped Kosher salt & pepper 3 cups peas 1 head butter lettuce Handful chopped fresh mint
Melt the butter in a sauté pan and gently fry the onion until soft and translucent, about 15 minutes. Season with salt and pepper. Pour ¼ cup water over onions and bring to a boil. Add the peas, toss to coat, cover and cook until tender. Trim ribs from lettuce leaves. Roll individual leaves into a log and shred with a knife. Remove cover from pan and add lettuce. Cook uncovered, until the peas are completely soft, the lettuce strands wilted and the water evaporated, about five minutes. Adjust seasoning and add mint to taste.
Monsier Le Fabre’s Beef Bourguinon
This classic, flavorful French bistro dish is easy to make. Heard the old joke: What’s the difference between beef stew and beef bourguignon? Answer: About 20 dollars. 1 pound assorted fresh mushrooms 3 carrots 6 strips bacon 6 ounces pearl onions 3 pounds chuck roast, cut into 1-inch squares kosher salt, pepper, thyme 2 whole cloves garlic, smashed Worcestershire sauce 3 tablespoons tomato paste 2 tablespoons chopped parsley 2 tablespoons flour
2 tablespoons unsalted butter 3 cups good quality dry red wine, Pinot Noir or Cabernet suggested 2 teaspoons thyme 2 cups chicken stock, homemade preferred 2 bay leaves
Mise en place: Remove mushroom stems and cut crowns in half. Cut bacon strips into one-inch pieces. Cut carrots into one-inch chunks. Peel pearl onions by immersing them in a saucepan of boiling water for two minutes. Remove and place in a colander and run cold water over them. They will then peel very easily. In a six-quart Dutch oven, heat two tablespoons of olive oil, then add mushrooms. Season with salt and pepper. Allow them to brown for one minute without stirring them. Stir occasionally over medium high heat. Cook until browned. Transfer to a plate and set aside. Add one more tablespoon of olive oil to the pot and add ½ of the meat. Season with one-teaspoon thyme, salt and pepper, and cook until browned on all sides. Remove the browned meat, then season and brown the second batch. Transfer meat to a plate and set aside. Preheat oven to 350 degrees. Add bacon to the pot and cook over medium heat until medium brown. Add tomato paste. Stir and cook for one minute. Add flour, stir, and cook for one minute until dissolved. Add about ½ cup of the wine. With a wooden flat-ended spatula, scrape the bottom of the pan to loosen all of the fond, and add the balance of the wine, the chicken stock, the bay leafs and the meat. Increase heat to high, bring the liquid to a boil, cover with a lid and place in the oven for about one hour. Remove the pot from the oven and place on the stovetop. (You can also return it to the oven after adding the carrots and pearl onions, but you have more control on the stovetop). Add the carrots and onions. Bring liquid to a boil and reduce to simmer. Add the remaining one teaspoon dried thyme and about one tablespoon Worcestershire sauce. Simmer for about one hour more or until meat and carrots are both fork tender. Add chopped parsley. Return mushrooms to the pot and add butter. Re-season. Stir until butter dissolves and mushrooms are warmed through. Do not overcook or mushrooms will be just mush. If desired, serve over buttered noodles. Serves six. Note: You can also add cut-up white potatoes when you add the carrots. This dish is better the second day, so it is a good idea to make it a day ahead. Continued on Page 32
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AOPA’S MARK BAKER RECEIVES LEGACY AWARD OF AVIATION CEREMONY
32
In Flight USA Celebrating 31 Years
AT LIVING LEGENDS February 2015
Mark Baker, president of the Aircraft Owners and Pilots Association (AOPA), was awarded the “Harrison Ford Legacy in Aviation Award” Jan. 23 during the 12th annual Living Legends of Aviation Awards celebration in Beverly Hills. Baker was recognized for achievement in aviation and as the head of the world’s largest aviation member organization. “It’s obviously a very proud moment to have this kind of recognition,” Baker said upon receiving the award named in honor of the actor who has served as a spokesman for AOPA’s GA Serves America campaign and as chairman of the Experimental Aircraft Association’s
Young Eagle Program. “Anytime you can spotlight aviation and what it can do for people, it’s healthy. And it’s also about the importance of having an AOPA since 1939 and protecting the freedom to fly.” Harrison Ford himself presented what he called “the awkwardly named” award to Baker, whom he has gotten to know through their backcountry flying together, as well as their recent efforts to preserve the Santa Monica, Calif., Municipal Airport (SMO). “We are in danger of losing the gains that we have made in aviation, especially in the general aviation area,” Ford said. “The recipient of this year’s award is in a position to do something very construc-
tive about that. Mark Baker is a long time pilot, new president of AOPA, and has the opportunity, the wit, and the capacity to make a great contribution to the aviation community in the general aviation area.” There are 89 “Living Legends of Aviation,” who have been recognized for their outstanding accomplishments and contributions to aviation. Living Legends honors the accomplishments made by aviation and aerospace entrepreneurs, industry leaders, innovators, record breakers, astronauts, and pilots who have become celebrities, as well as celebrities who have become pilots. The evening began with actor-pilot, John Travolta, the official ambassador of
aviation, inducting three new Living Legends–Southwest Airlines founder and former CEO Herb Kelleher, FlightSafety International President, CEO and Chairman Bruce Whitman and Maj. Gen. Carl McNair (Ret.), a decorated combat helicopter pilot who oversaw the Army’s Aviation Branch. Louis Zamperini, the Olympic runner, B-24 bombardier and Japanese POW who inspired the book and movie Unbroken, was named an honorary Legend. Other award winners included Michimasa Fujino, founding president and CEO of Honda Aircraft Company and Elling Halvorson, chairman of Papillon Grand Canyon Helicopters.
The General Aviation Manufacturers Association (GAMA) last month welcomed the announcement that U.S. Senators John Boozman (R-AR) and Joe Manchin (D-WV) will co-chair the bipartisan U.S. Senate General Aviation Caucus in the 114th Congress. The Caucus, which had 41 members in the 113th Congress, holds educational ses-
sions and other events for senators and their staff about general aviation and its significant contributions to the U.S. economy. “GAMA is extremely pleased that Senators Boozman and Manchin have taken on this important role in the new Congress as they seek to share with all Senators the importance of general avia-
tion, and particularly general aviation manufacturing, to the U.S. economy and jobs,” GAMA President and CEO Pete Bunce said. “Senator Boozman has been a strong advocate for the general aviation community, including introducing the third-class medical bill last year and working closely with manufacturers in Arkansas.
Senator Manchin is an aviator who understands firsthand the opportunities and challenges faced by those in the general aviation sector. We look forward to continuing our close working relationship with them and supporting both senators in their new roles.”
tionships through the years,” said Sean Elliott, EAA’s vice president of advocacy and safety. “EAA received quick assurances that longstanding FAA policy that allows type ratings and pilot proficiency checks in these aircraft would be continued as is, just as it has been for the past 50 years. It’s another example of how EAA’s philosophy of building relation-
ships and working toward solutions with federal agencies proves to be very effective.” Elliott added that EAA is ready to assist the FAA in reviewing best possible solutions if further clarification is needed in this area to ensure that best practices to maintain high safety and proficiency levels in these unique aircraft.
ment paper. Set aside. In the bowl of an electric mixer, beat egg whites until foamy. Add the cream of tartar and beat until fluffy but not at all dry. (Be careful not to over beat.) Add the sugar gradually, about three tablespoons at a time. When 1/2 of the sugar has been added, add the vanilla extract. Continue beating and adding remaining sugar in batches, until all of the sugar is dissolved and the meringue is very shiny and tight. Gently fold in the chocolate chips. Place
rounded teaspoonfuls of meringue onto the lined baking sheets, leaving one-inch of space between cookies. Place baking sheets in the preheated oven and bake for about one hour or until the meringues are just hardened and slightly beige. Turn oven off. Leave the cookies (undisturbed) in the oven for at least one hour more. Another reason I enjoy preparing French cuisine is that I love to utter the French names of the ingredients. It’s just fun. Enjoy!
GAMA CONGRATULATES SENATORS BOOZMAN AND MACHIN U.S. SENATE GA CAUCUS CO-CHAIRS
EAA Clears Confusion Continued from Page 27
restrictions would have put owners in the awkward position of not being able to qualify pilots to fly their unique airplanes. While aircraft in the restricted category are generally not associated with EAA members, such as agricultural and firefighting aircraft, any policy change
could have an unintended effect on experimental exhibition category aircraft, including warbirds and unique vintage airplanes. “When we began hearing of these reports of possible policy changes, we went directly to the FAA headquarters policyholders in Washington with whom we have built an excellent working rela-
Flying With Faber
Continued from Page 31
Chocolate Chip Meringue Cookies
2 large egg whites, at room temperature 1/2 teaspoon cream of tartar 2/3 cup granulated sugar 1 teaspoon vanilla extract 1 cup semisweet chocolate chips or finely chopped semisweet chocolate Preheat the oven to 250 degrees F. and line two baking sheets with parch-
AS
NEW
WORLD WAR I IN 110 OBJECTS TAKE A NOVEL APPROACH TO CHRONICLING "THE GREAT WAR"
February 2015
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M
By Mark Rhodes
ilitary historian, Peter Doyle’s masterful, thoughtful and fascinating book World War I in 100 Objects (Plume) is not only a captivating chronicle of The Great War pictorially, it is also a spellbinding bit of storytelling by Doyle. The book could have easily functioned as a coffee table-style book, coasting along on the mesmerizing images such as a Pickelhaube (a German style ceremonial hat), a nasty looking Butcher bayonet, a Trench art ring (trench art being a sort of folk art using the residual artifacts of war like shell casings to manufacture jewelry and so on). Author Doyle also touches on the role of aviation in the First World War chronicling among his objects the French Spad XIII, which evolved quickly as a result of the need for aircraft that could maneuver skillfully with a high rate of climb and sophisticated firepower. Also among the objects are examples of Aerial Photographs. Doyle points out that the use of aviation for photoreconnaissance was of primary importance to the participants of WWI as the War evolved into one where positional warfare was by and large the main strategic concern. Use of photography by the Aviation services allowed the combatants to monitor the strategy of positioning, particularly the positioning of the trenches, allowing for better and more accurate artillery bombardments. Ironically enough, this practice helped air combat evolve, as the war’s participants sent up aircraft armed to take out these “eyes” of the participating armies. Indeed, Doyle reports that more than half of Manfred von Richthofen’s (The Red Baron’s) kills were air reconnaissance pilots. This is a great work for military history and history and aviation buffs. Mr. Doyle’s work here is novel in its approach and a reminder of the influence of the First World War on military technology, attitudes about war, and even popular culture. See more about Peter Doyle’s work at www.peterdoylemilitaryhistory.com
Images and visions of Sagar Pathak
With its somewhat sinister sillhouette the World War I era Pickelhaube (German Helmet) had a fearsome and theatrical element. (Peter Doyle/Plume Books)
Aerial photography in World War I helped revolutionize modern military strategy. (Peter Doyle/Plume Books)
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Specializing in Aviation Photography
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In Flight USA Celebrating 31 Years
Homebuilder’s Workshop
E
PEOPLE
February 2015
AA founder, Paul Poberezny, said that people come to EAA for the airplanes and stay for the people. For whatever reason, that seems an appropriate reminiscence on this clear, brisk Georgia winter afternoon. The current issue of EAA Sport Aviation has a marvelous summary of the U.S. homebuilding movement, written by Richard VanGrunsven, the “RV” in the RV series of airplanes. In addition to being perhaps the preeminent homebuilt kit vendor, Van knew some of the very earliest homebuilders who coincidentally lived nearby in Oregon. I first met Van at Oshkosh one year, about the time that the RV-4 came out. I had sent him three dollars or so for an information packet, and it came in the mail. Then I noticed an ad that said that the information packet was four dollars, but he had sent me the information packet anyway. At Oshkosh, I gave him the extra buck, and we had maybe a brief conversation. As my writing career took off, I had the pleasure of talking to Van a number of times, and at this point, I’ve flown all of the RV series, except for the RV-3, and most of those were factory demo planes. Van was always pleasant, always knowledgeable, and always careful not to ven-
ture from the known facts into the speculative. One story I heard was that Van had bought a 55-gallon drum of something required for homebuilts that wasn’t sold in quarts, and he filled quart containers to sell to his builders. It’s a little repeated truism that when you buy a homebuilt airplane, you’re not really buying the machinery; you’re buying confidence in the kit manufacturer and in the end user who built the kit. Van has certainly set the standard for kit manufacturers. When I bought my RV-4, already flying, two of my buddies, older than I, helped me debug it (it took years, for virtually everything on the airplane had hidden faults) and keep it in the air. These two were also active in aviation politics, working to keep airports open in California. (The Young Eagles program was the best thing that ever happened to general aviation, changing overnight the politicians’ perception of pilots from rich noisemakers to the people who gave free airplane rides to kids). One of those men had to quit flying 10 or 20 years ago because his lungs, never good, continued to fail. Another is expecting to be diagnosed with GuillainBarré syndrome, and that will slow him down considerably for perhaps a year.
A third friend had built half-dozen RVs, and gave me tons of advice as I was looking for my first airplane. He got an infection in his hand that was resistant to antibiotics, and that, plus age, has slowed down his lifestyle considerably. One of the reasons that I enjoyed teaching grad school so much was that I got to be on the other end of the crossgenerational information sharing, interacting with the students, especially the good students. One of those students has just completed his initial training with Delta Airlines and will be going back in a few weeks to learn his first airplane(s), the Boeing 757/767. (They share a common type rating). Back to the present, my garage has in it a number of parts for a Belite ultralight. (The rest of the parts are currently in the hangar). I got to know the Belite, and James Wiebe, the company owner, when I did a pilot report for another publication. Wiebe bought the tooling for the Kitfox Lite and started selling it as the Belite, as he had not purchased the name. Then he evolved the design––the aluminum tubular wing spars were optionally replaced with carbon fiber; the wood ribs optionally replaced with stamped aluminum; the welded steel fuselage
replaced with aluminum for greater (and demonstrated) crashworthiness; Ed and the latest verWischmeyer sion has foam wing ribs with no spacing between them for even greater ease of building, along with cool stuff in the fuselage of which I know little. Since the spinal fusion surgery three and a half months ago, my strength and energies have been consistently but very slowly rebounding from the debilitating “surgical insult,” as the medicos refer to it. However, the local EAA chapter has some energetic guys looking for things to do, so we are going to build the Belite wings in my garage. Last night was our first meeting, and we reviewed blueprints, assembly manuals, and parts. The assembly manual is for aluminum ribs (I’ve got wood), so there are a few questions to be answered. Each of the team members has an assigned specialty (spars, wood parts, anti/sail struts [anti/drag bracing], alignment, and assembly). We are working really hard to come up with all the questions before we start assembly. And again, it’s the people.
There are car shows, air shows, motorcycle shows, tractor shows, maker fairs, music festivals, food festivals and living history festivals galore. Mix them all together in one venue on one day and you’ve got Half Moon Bay California’s remarkable, one and only Pacific Coast Dream Machines Show–marking its 25th year in 2015 with a massive celebration of mechanical ingenuity, power and style. It's quite simply the “Coolest Show on Earth.” The spectacular 25th annual show is slated to be held on Sunday April 26, 2015, once again a single day mega-show, from 10 a.m. to 4 p.m. at Half Moon Bay Airport, located in the picturesque seaside town of Half Moon Bay, Calif. about 20 miles south of San Francisco. It's a whimsical, fascinating, amusing, curious and absolutely unique showand-tell spectacle featuring 2,000 magnificent driving, flying, and working machines from the 20th and 21st centuries. The world's coolest cars of every era and style, model-T fire engines, vin-
tage busses, custom motorcycles, tricked out trucks, sleek streamliners, one-of-akind antique engines and tractors and historic military aircraft will be among the mesmerizing displays. It's one of the west coast's biggest, baddest gatherings of the world's coolest cars. Every automotive style and era will be represented among the incredible displays.. Proud owners show up in cars that come in all shapes, colors and sizes. Spectators will get a rare up-close look at antique horseless carriages and Ford Model T's, fanciful touring and luxury cars, powerful sports cars, custom cars and street rods, muscle cars, vintage and modern era high-performance race cars, quirky art and pedal cars, modified street machines with cutting edge styles, exotic high-performance cars, stylish European cars, ultra cool low-riders, sporty compacts, modified imports with flashy graphics, fashionable hip-hop urban show cars, homebuilt kit cars, super-charged turbo cars and trucks, “green” technolo-
gy/alternative fuel vehicles, streamliners, dragsters, funny cars, gassers, and jet cars. Displays also include exceptional vintage warbirds, classics from the ‘40s and ‘50s and homebuilt aircraft, tricked out trucks and motorcycles, Model T fire engines, vintage busses, antique engines and tractors, helicopter and bi-plane rides, kinetic art, and rolling sculptures. To help celebrate their 25th anniversary event in a big way, organizers plan to bring back some of the extreme/active attractions–freestyle motocross shows, unimotorcycle drags, monster truck rides and vintage warbird flyovers––as well as pay special tribute to show founders at their 2015 event scheduled to be held on Sunday, April 26 at Half Moon Bay Airport. “We’re proud to say 2015 will mark our 25th annual Dream Machines Show,” said event Chairman, Chad Hooker. “It’s a landmark year, and we plan to make it more spectacular and fascinating than ever as well as celebrate the legacy of our first quarter-century with tributes to show
originator, Bob Senz, and the late Eddie Andreini, both of whom were instrumental in founding and nurturing what has grown into one of Northern California's most unique and beloved events.” To show a car, the registration fee is $40 ($50 for entries postmarked after April 15) and includes a dash plaque and admission for two people. Spectator admission is $25 for adults (age 18-69), $15 for ages 11-17 and 70+, Free for kids age 10 and under. Tickets are available at the gate only. Half Moon Bay Airport, at 9850 N. Cabrillo Highway, is located on Highway 1, about 20 miles south of San Francisco and five miles north of Highway 92. The show benefits the nonprofit Coastside Adult Day Health Center. For information and registration forms, call 650/726-2328 or visit www.miramarevents.com/dreammachines Register on-line at miramarevents .com/dreammachines/register/
PACIFIC COAST DREAM MACHINES SHOW RETURNS SUNDAY, APRIL 26, 2015 AT HALF MOON BAY AIRPORT
February 2015
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HAI HELI-EXPO SET FOR MARCH 2-5, PRELIMINARY SCHEDULE ANNOUNCED
2015 HAI HELI-EXPO
The world’s largest helicopter trade show and exposition produced annually by Helicopter Association International, HAI Heli-Expo, feature one million square-feet of exhibit and meeting space, international press exposure, numerous sponsors, 20,000 potential buyers, more than 700 exhibitors, 60 helicopters on display and many educational opportunities. This year’s event is set for March 25, with some preliminary events beginning on Feb. 27. Heli-Expo takes place in Orlando, Florida and will feature a membership meeting, industry career fair, online silent auction, fundraising golf tournament and the annual Salute to Excellence Awards dinner. The schedule below features dates and times but is subject to change. For more information, including tickets and lodging, visit www.rotor.org. For the 2015 HAI Rotor Safety Challenge, HAI will present 52 safety education events free to HAI HELIEXPO attendees and exhibitors. Session topics cover a wide range of safety issues, including fuel management, post-accident next steps, and safety culture and social media. Based on attendee feedback, we’ve added some features to this year’s Challenge:
•Replay Sessions are repeated, giving you more opportunities to catch the sessions you don’t want to miss •In-Depth Sessions are longer than 60 minutes, allowing some subjects to be covered in more detail No advance registration is necessary: your HAI HELI-EXPO attendee or exhibitor badge will admit you to any session, but seating is limited. Make sure to check out the 2015 schedule and plan to take advantage of this free HAI HELIEXPO program. Take the Challenge: Attend at least six Rotor Safety Challenge events and receive a certificate of recognition! Learn more at rotor.org/takethechallenge. This preliminary schedule is subject to change. Reconfirm dates, times, and locations on site; complete information will be printed in the HAI HELI-EXPO 2015 Program & Exhibit Guide, and more information is available at www.rotor.org. Back by Popular Demand! Take the 2015 HAI Rotor Safety Challenge! It’s free for HAI HELI-EXPO 2015 attendees and exhibitors. All Challenge events are marked RSC. Note: Events marked with a * require a separate registration or ticket.
The Helicopter Association International (HAI) recently announced the winners of its acclaimed Salute to Excellence Awards in nine categories. They include, among others, two helicopter search-and-rescue (SAR) teams, a firefighting pilot who refused to give up on a crew on the ground, and a flight instructor with perhaps more time in one of the world’s most popular training helicopters than anyone else in the world. The Salute to Excellence Awards recognize those who, through either a single act or a lifetime of service and dedication, exemplify the best of the helicopter industry. Lightspeed Aviation Excellence in Communications Award - Michael Hirschberg
Michael Hirschberg is the executive director of AHS International (formerly the American Helicopter Society) and editor of their publication, Vertiflite. He has written aircraft reviews, historical articles, profiles and commentaries. In addition, Hirschberg, an aeronautical and mechanical engineer by training, has written numerous technical papers. In his role as executive director of AHS International (the world’s oldest and largest vertical flight technical society), Hirschberg organizes all AHS technical conferences and Annual Forum, and publishes the Annual Forum Proceedings and the Journal of the AHS. Through his work on AHS International publications, Michael Continued on Page 36
HAI ANNOUNCES WINNERS OF THE 2015 SALUTE TO EXCELLENCE AWARDS
2015 HAI HELI-EXPO SCHEDULE
Friday, Feb. 27 – Saturday, Feb. 28, 2015 8 a.m.-5 p.m.: Professional Ed.Courses* Sunday, March 1, 2015 8a.m.-5p.m.: `Professional Ed. Courses* 10 am-12 p.m.: Helicopter Tour Operators Committee Meeting 11:30 a.m.-6 p.m.: HFI Scholarship Fundraising Golf Tournament* (Falcon’s Fire Golf Club) Monday, March 2, 2015 8-10 a.m. HAI Safety Symposium: NTSB – Managing Risk in Public Helicopter Operations (RSC) 8 a.m.-5 p.m.: Professional Ed. Courses* 9 a.m.-4 p.m. :Technical Comm. Meeting 10:30 a.m.-12:00 p.m.: Safety Directors Forum: Your Helicopter Crashed – Now What? (RSC) 1-3:00 p.m.: Tour Operators Program of Safety (TOPS) 7-8:30 p.m.: HAI Welcome Reception Tuesday, March 3, 2015 8-10 a.m.: HAI Annual Membership Meeting & Breakfast 8:30 a.m.-4:30 p.m.: HAI Rotor Safety Challenge Sessions (RSC) 9 a.m.-12 p.m. Offshore Forum 9:30 a.m.-12:30 p.m.: CFI Mentoring Program 9:30 a.m.-12:30 p.m.: ICAO Annex 14 Update Workshop 9:30 a.m.-12:30 p.m.: Voting for the HAI Board of Directors (for Regular Members Only) 10-11 a.m.: Introduction to HAI Accreditation Program of Safety and Overview of IS-BAO 10 a.m.-12 p.m.: Safety Committee Town Hall (RSC) 10 a.m.-5 p.m.: Manufacturer Technical Briefings 10-10:30 a.m.: HAI HELI-EXPO Opening Ceremony 10:30 a.m.-5 p.m.: Exhibit Hall Open 10:30 a.m.-5 p.m.: HAI Helicopter Industry Career Fair 12:30-1:30 p.m.: HFI Pilot Mentoring Panel 1 p.m.-2:30 p.m.: Finance and Leasing Committee Roundtable 1 p.m.-3:00 p.m.: Air Medical Committee Meeting 1:30 -2:30 p.m.: HFI Industry Outreach to Students Panel 2-5:00 p.m.: Utilities, Patrol, and
Construction Committee Meeting 2:30-3:30 p.m.: HFI Maintenance Tech Mentoring Panel 5-7:30 p.m.:Twirly Birds Annual Meeting Wednesday, March 4, 2015 8-10 a.m.: Flight Op. Committee Meeting 8-10 a.m.: Gov. Service Committee Meeting 8 a.m.-12 p.m.: IHST Regional Partner Panel 8:30-10 a.m.: Finance and Leasing Committee Meeting 8-10 a.m.: Safety Committee Meeting 8:30 a.m.-5 p.m.: HAI Rotor Safety Challenge Sessions (RSC) 9-10:30 a.m.: General Aviation Assoc. CEOs Speak on Critical Issues 9 a.m.-5 p.m. :Manufacturer Technical Briefings 10 a.m.-12 p.m.: Aerial Firefighting and Natural Resources Committee Meeting 10 a.m.-12 p.m.: Bus. Management Workshop 10 a.m.-5 p.m.: Exhibit Hall Open 10:30 a.m.-12:30 p.m.: Fly Neighborly/ Environmental Committee Meeting 10:30 a.m.-12:30 p.m.: Electronic News Gathering Committee Meeting 10:30 a.m.-12:30 p.m.: Training Committee Meeting 1-3 p.m.: Annual DOI/USFS Interagency Fire Briefing 1-3 p.m.: Business Management Committee Meeting 1-4 p.m.: Heliport Committee Meeting 2-3 p.m.:Unmanned Aircraft Systems: Challenge or Opportunity? 8-10:30 p.m.: HAI Salute to Excellence Awards Dinner* Thursday, March 5, 2015 8-11 a.m.: Affiliate Symposium 8-12 p.m.: Chief Pilot Roundtable 8 a.m.-12 p.m.: Fatigue Risk Management 8 a.m.-4 p.m.: Fundamentals of IS-BAO Workshop* 9-10:30 a.m.: Be Heard! FAA Town Hall 10 a.m.-4 p.m.: Exhibit Hall Open 1 p.m.-2:30 p.m.: Huey Owners and Type Certificate Holders Forum Friday, March 6-Saturday, March 7, 2015 8 a.m.-4 p.m.: IS-BAO Auditor Accreditation Workshop*(Friday only) 8 a.m.-5 p.m.: Professional Ed. Courses*
36
In Flight USA Celebrating 31 Years
February 2015
2015 HAI HELI-EXPO
HAI Announces Winners
Continued from Page 35
Hirschberg is an important conduit for sharing vital information among the vertical lift industry’s technical community. W.A. “Dub” Blessing Award for CFI of the Year – Simon SpencerBower, QSM This year’s flight instructor of the year is Simon Spencer-Bower–owner, operator, chief pilot, and chief flying instructor for Wanaka Helicopters in Central Otago, New Zealand. With nearly 21,000 total flight hours, he has been a pilot since 1977, a helicopter pilot since 1980, and a helicopter flight instructor since 1984. Spencer-Bower has 12,500 hours helicopter dual flight instruction given and since becoming a flight instructor, has trained nearly 600 pilots for private, commercial, and instructor certificates. In addition, he holds the distinction of being one of the highest-time pilots of Robinson helicopters–most of it training other pilots in the R22 model–with more than 15,000 hours in the R22, R44, and R66. Spencer-Bower is also the creator of the Advanced Helicopter Mountain Flying Course, the only mountain training course approved by New Zealand’s Civil Aviation Authority. He says his instructing philosophy is to teach students beyond the bounds of the standard curriculum, so they learn above-average flight skills as well as good aeronautical decision-making skills. Excellence in Helicopter Maintenance Award – Patrick Cox Chances are, anyone who owns, operates, or maintains a Robinson helicopter has either spoken with the 2015 winner of the Excellence in Helicopter Maintenance award or read some of his work. Patrick Cox is the director of product support for the Robinson Helicopter Company. As such, he is a prominent figure in the development of all technical aspects of all three of the company’s models–the R22, R44, and R66. Cox co-authored the maintenance manuals for both the R44 and the R66, and has developed many of the procedures, techniques, and special tools for all three models. He has taught more than 3,000 maintenance technicians to qualify them to work on R22s and R44s. And as many of the testimonials supporting his nomination for this award noted, he is always available to help a mechanic, no matter where in the world they might be working. That accessibility, along with his expertise and strong focus on safety, make him the number-one person for
Robinson mechanics around the world to turn to for technical advice and solutions. MD Helicopters Law Enforcement Award – US Park Police “Eagle 1” Aviation Unit The MD Helicopters Law Enforcement Award for 2015 goes to the crew of the United States Park Police Aviation Unit Eagle 1 for their role in responding to the shootings at the Navy Yard in Washington, DC, on Sept. 16, 2013, including the rescue of a critically injured shooting victim. Located directly across the river from the Navy Yard, pilot Sgt. Kenneth Burchell, and rescue technician Sgt. David Tolson, along with a local police officer to help coordinate radio traffic, were over the scene within four minutes of the initial request for help. After picking up a SWAT officer, the crew returned to the building, where a Park Police officer and four civilians had taken cover. After lowering the SWAT officer to help keep the rooftop secure, the crew hoisted the critically injured woman and airlifted her to a nearby hospital. After returning to the scene and picking up Park Police Officer, Michael Abate, Eagle 1 returned to the scene to extract the three remaining civilians while Officer Abate provided overwatch with a long gun from the helicopter above. All told, the crew of Eagle 1 spent five and a half hours in the air that day, rescuing survivors and supporting ground personnel in their efforts to track down the gunman and secure the area. Airbus Helicopters Golden Hour Award – Snohomish Co. Helicopter Rescue Team Lost or injured hikers and climbers in Washington State’s rugged Cascade Mountains have no better friends than the Snohomish County Helicopter Rescue Team, which is part of the Snohomish County Volunteer Search and Rescue program. 2014 was another busy year for the team, known by the call-sign Snohawk 10. In March, they were one of the first helicopters on scene following the deadliest landslide in U.S. history, in Oso, Washington. In the first three hours following the landslide, working closely with a US Navy helicopter from NAS Whidbey Island, the two helicopters pulled 14 people from the treacherous slurry of sand, silt, clay, and fallen timbers. The Helicopter Rescue Team responds to an average of 80 calls each year. Although affiliated with the county
sheriff’s office with some positions staffed by deputies, most on the team are volunteers, with many paying for their own equipment and specialized training. Excellence in Safety Award – Edwin McConkey Edwin McConkey is an unsung hero of the helicopter industry. He is not a pilot or mechanic, but he has arguably done more to keep pilots, crews, and passengers safe in poor weather conditions than any other individual. McConkey is a mathematician and software engineer with a strong helicopter operation background. In the late 1990s, he developed the criteria and an algorithm that allow the creation of helicopter-specific instrument approaches to landing facilities that lack traditional allweather infrastructure. That algorithm, refined in 2008 to account for advances in satellite navigation, which the FAA and international aviation authorities use to develop point-in-space approaches, are especially critical for hospital helipads. Those approaches mean air ambulances can transport patients in visibility that would otherwise prohibit flight. Sikorsky Humanitarian Service Award – Portuguese Air Force 751 Squadron Although Portugal is, geographically, one of the smaller countries in Europe, it has a long sea-going history. The 751 Squadron of the Portuguese Air Force continues that nautical tradition to this day. The squadron is a search-and-rescue (SAR) operation, and although they do perform SAR missions overland, they are best known for their ultra-long-distance, open-water operations. Operating from three bases, 751 Squadron crews are responsible for search-and-rescue operations in a 2.3 million square mile portion of the Atlantic Ocean. That’s an area approximately two-thirds the size of the entire United States of America–including Alaska and Hawaii–or roughly one-third of the entire North Atlantic. Flying the three-engine Agusta Westland EH-101 Merlin, 751 Squadron crews frequently fly roundtrip missions of 700 nautical miles. Their longest unrefueled mission, in terms of both time and distance, was a seven hour, 20 minute flight that covered 726 nm–more than 1,340 kilometers. The 100 members of 751 Squadron include pilots, crewmembers, rescue swimmers, and maintenance technicians dedicated to the squadron’s motto, “So
Others May Live.” Appareo Systems Pilot of the Year Award – Gary Dahlen In the early days of California’s King Fire last September, the firefighting community very nearly suffered a loss to rival the 2013 Yarnell Hill Fire in Arizona, which killed 19 firefighters or the 1994 South Canyon Fire, which claimed 14 smokejumpers lives, but for the efforts of Gary Dahlen, this year’s pilot of the year. A dozen firefighters, having been out all night trying to establish a fire break, were working to isolate a spot fire when the wind came up, fanning a blaze that had been behind them and quickly cutting them off. Ten miles away, Dahlen was waiting as his helicopter was refueled when he heard a call unlike any he had heard in nearly 30 years of aerial firefighting: “All available helicopters, prepare for an emergency launch.” After locating the crew, which had dug in and deployed their individual fire shelters, Dahlen saw the crew was only moments from being overrun by a wall of flame. But he also saw a slim avenue of escape. Dahlen called the crew’s leader on the radio and told him the men had to immediately abandon their shelters and sprint toward his helicopter. Throughout the crew’s dash up a dirt road, Dahlen kept in contact, guiding the crew and urging them on until they were clear of the flames. Gary Dahlen’s quick thinking and actions almost certainly prevented the deaths of a dozen firefighters that day. Bell Helicopter Lifetime Achievement Award – Lou Bartolotta Like many of his generation, Lou Bartolotta got his start in helicopters during the Vietnam War. Unlike many others, he’s been in it ever since, including three years working for HAI. Bartolotta joined the U.S. Army in 1969, and flew more than 1,000 hours during his one-year tour in Vietnam. In the mid-1970s, he joined Bristow Helicopters and flew for them for nine years in pre-Revolution Iran and in Scotland’s North Sea oil fields. After his stint with HAI, he joined MBB Helicopter Corporation, the German company that later merged with France’s Aerospatiale to form Eurocopter (now Airbus Helicopters). He helped MBB establish itself in the emerging field of helicopter air ambulance services. From there, he moved to the Agusta Aviation Continued on Page 37
February 2015
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BELL HELICOPTER PRESENTS VERTICAL FLIGHT HALL OF FAME AWARD 2015 HAI HELI-EXPO
Bell Helicopter, a Textron Inc. company, honored Papillon Helicopters founder, Elling Halvorson, with the Bell Helicopter Vertical Flight Hall of Fame Award at the 12th annual Living Legends of Aviation Awards in Beverly Hills on Jan. 16. The award recognizes individuals who have made significant contributions to the rotorcraft industry. “I’m truly honored to be awarded with the Bell Helicopter Vertical Flight Hall of Fame award,” said Elling Halvorson. “I’ve been presented many opportunities throughout my life to witness the inspiring work aviation yields, and everyday I’m humbled by the wonderful experiences we see in the aviation industry.” Elling is the founder of Papillon Helicopters, the world’s oldest and largest sightseeing company flying an estimated 600,000 passengers a year on its daily tours to the Grand Canyon. He began his story in 1963 when he won a bid to build a water pipeline that stretched 13.5 miles across the Grand Canyon on some of the most difficult terrain in the world. The project turned out to be the single largest helicopter supported construction job ever completed, using more than 25,000 hours of helicopter flight time and six different models of helicopters, including a Bell 204. Elling has demonstrated superior vertical lift capability through his proven success on projects benefitting construction, utility, travel, and tourism. Matt Hasik, Bell Helicopter’s Executive Vice President of Commercial Business, presented Elling with the Vertical Flight Hall of Fame Award statuette.
“A visionary, an innovator, and a leader in the helicopter industry, Elling is a true pioneer for aviation,” said Hasik. “He continues to share his expertise and passion around the world, and we admire and appreciate his tireless efforts and infectious enthusiasm for the industry.” Among Elling’s many career accomplishments, he also formed the Tour Operators Program of Safety (TOPS), which is a national organization dedicated to safety as its top priority. TOPS mission is to make helicopter sightseeing tours among the safest type of flying possible. In addition, Elling also developed the “Whisper Jet” helicopter that was certified by NASA as the world’s quietest helicopter and served two terms as Chairman of the Board of the Helicopters Association International (HAI). Recipients of the Living Legends of Aviation Award, include Buzz Aldrin, Harrison Ford, Morgan Freeman, Bob Hoover, Kurt Russell, and Sully Sullenberger. The event is produced by the Kiddie Hawk Air Academy and Bell Helicopter is a presenting sponsor of the annual event.
BRM AERO Bristell The
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HAI Announces Winners
Continued from Page 36 Corporation–then a little-known Italian helicopter company, but now the industry giant known as AgustaWestland–as its vice president of U.S. marketing and operations. In his time, he has overseen numerous company projects, including the introduction of the BA609 (now the AW609) civilian tiltrotor aircraft. He retired from AgustaWestland last year, but continues to serve the helicopter industry through his consulting firm, L.P. Bartolotta & Associates.
Bartolotta has devoted his entire adult life to the helicopter industry, and along the way, been an important part of several industry milestones. The Salute to Excellence Awards will be presented at the annual Salute to Excellence Awards dinner during HAI Heli-Expo 2015. HAI Heli-Expo, the world’s largest trade show and exhibition dedicated to the civil rotorcraft industry, will be held in the Orange County Convention Center in Orlando, Fla., March 2-5, with the exhibit hall open March 3-5.
Climbs faster up to 15,000 feet
Lou Mancuso
516.658.1847 lou@bristellaircraft.com
Bristell Aircraft, LLC. 101 Hering Drive, Ronkonkoma, NY 11779
38
OODIES AND ADGETS
In Flight USA Celebrating 31 Years
February 2015
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.
Bob Hoover Flying the Feathered Edge Released on DVD, Blu-ray
Flying the Feathered Edge, the definitive documentary about the Pilot’s Pilot, R.A. “Bob” Hoover, is now available on DVD and Bluray–just in time for his 93rd birthday, which was Jan. 24. The 86-minute documentary includes exclusive interviews with Harrison Ford, Carroll Shelby, Burt Rutan, Dick Rutan, Col. Bud Day (Medal of Honor recipient), Gene Cernan, Clay Lacy, and Sean D. Tucker. In Flying the Feathered Edge, Hoover reveals hard-earned wisdom from a life spent pushing the edge of the flight envelope while contributing to aviation’s many developments. “This film captures my life story in an authentic and accurate way,” Hoover said. “I don’t know how it could have been done any better.” EAA Chairman, Jack Pelton, calls it “the best aviation documentary I have ever seen.” Award-winning producer, director, and editor Kim Furst, whose previous efforts include One Six Right, Discovery Channel’s Rocket Challenge, and Wings Over the Rockies, made the film. Flying the Feathered Edge is available exclusively through the Bob Hoover Project website at http://www.thebobhooverproject.com/. The DVD is priced at $28.95, and the Blu-ray is $32.95.
Aircraft Spruce Stocks the Clecall Upright Pliers
Aircraft Spruce is proud to be the exclusive distributor of the new Clecall Upright Pliers. The Clecall Upright Pliers are faster to use and easier to activate than standard Cleco pliers. They are spring-loaded to open with less effort. They are 70 percent lighter than normal Cleco pliers at only 4.3 oz, which helps to reduce fatigue and wrist pain. The Clecall Upright Plier’s design accommodates a 1/4” Cleco width, and the vertical profile installs clecos in tight areas with ease. Clecos can be installed easily on upside down surfaces with the Clecall Upright Pliers. The Clecall Upright Pliers are CNC machined and anodized for strength. The Clecall Upright Pliers are currently offered for $29.95. For more information, please contact Aircraft Spruce at 1/877-4777823 or 951/372-9555, and reference part number 12-03752 Aircraft Spruce’s complete product line is available at www.aircraftspruce.com. Request your complimentary copy of the company’s free 950+ page catalog (available in print, CD, or PDF formats).
OUT-PERFORM ALL OF YOUR BUDDIES NOW WITH A TURBO-CHARGED OPTION
Building kits in Idaho for 30 years, and now ready-to-fly certified models are available. Kitfox Aircraft - all-American made, here since 1984
Homedale Municipal Airport (S66) www.kitfoxaircraft.com 208.337.5111
Learn to fly, continue your backcountry flight training, or take Gowen Field -Boise (BOI) a sales demonstration flight www.stick-rudder.com 208.477.1318
February 2015
www.inflightusa.com
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Steve Weaver Aircraft Sales Purveyor of Quality Aircraft Since 1968 Route 3, Box 696, Philippi, WV 26416
Phone: 843.475.6868 Fax: 803.753.9761
Website: www.steveweaver.com • e-mail: airplanes@steveweaver.com
2007 PITTS MODEL 12
1980 PIPER DAKOTA
1977 CESSNA 340A
N144BD. 186TTSN. MTV 9 prop, Kimball HP wings,fuselage pro- welded. Parachutes, The latest design, most all the Kimball kits.
N8124S. 3952 TT, 202 SFRM, G-340, G-430, roll steering, G-330 transponder, traffic, HSI, C-2000 altitude hold. Great P&I. Logs, hangared.
N314MG. 3690 TT, 1480/534 RAM I, G330, G530W, G-330 traffic, MX-20 MFD, Known Ice, air, American intercoolers VG's 1730# useful. Nice
$140,000
Actual Photo
$113,500
Actual Photo
$149,500
Actual Photo
1966 MOONEY M20E
1966 CHEROKEE 140
1940 FAIRCHILD 24
N3378X. 1750 TT, 537 SMOH, April annual, all logs, no damage. VFR, hangared, nice paint.
N8467R. 4481 TT, 516 SMOH, KX 155, Glide Slope, Escort II, KR 86, 650 Transponder with Encoder,G-196 GPS Gizmo Mount, Intercom, IFR.
N25329. Rare short nosed model. 15 hours since overhaul and restoration. Hangared in Michigan. Sold with fresh annual.
$36,500
Actual Photo
$27,900
Actual Photo
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1966 CESSNA 182
1966 CHEROKEE 180
2008 COMPAIR 7 400 LYCOMING
N3046F. 5675 TT, 627 SFRM, IFR, good P&I, complete logs, same owner last 25 years. Hangared.
N8189W. 3634 TT, 220 SMOH, all logs, no damage, IFR, great paint and interior.
N417RJ. 130 TT. This is truly a must see aircraft. Amazing performance, immaculate build.
$46,500
Actual Photo
1967 CESSNA 172H N2826L. 6701 TT, 1301 SMOH, IFR, recent paint, hangared, June 2014 annual. Actual Photo
$27,500
Actual Photo
$42,900
“Are you looking to move up in aircraft ownership? Your perfect aircraft may be privately owned and cannot be traded for. Let me turn your present aircraft into cash and more than double the number of airplanes available to you.” Steve Weaver
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Actual Photo
$142,500
1967 BEECHCRAFT C-33 DEBONAIR N3Q. 2950 TT, 650 SMOH, 125 since new factory cylinder kit, hangared, all logs, no damage. Actual Photo
$67,500
STEVEWEAVER.COM
Green News 40
In Flight USA Celebrating 31 Years
February 2015
BOEING, EMBRAER OPEN JOINT AVIATION BIOFUEL RESEARCH CENTER IN BRAZIL
Collaboration Supports Brazil’s Role in Developing Sustainable Biofuel, Helps Meet Aviation’s Environmental Goals
Boeing and Embraer on Jan. 14 opened a joint sustainable aviation biofuel research center in a collaborative effort to further establish the aviation biofuel industry in Brazil. At the Boeing-Embraer Joint Research Center in the São José dos Campos Technology Park, the companies will coordinate and co-fund research with Brazilian universities and other institutions. The research will focus on technologies that address gaps in creating a sustainable aviation biofuel industry in Brazil, such as feedstock production, techno-economic analysis, economic viability studies, and processing technologies. “Boeing and Embraer, two of the world’s leading aircraft manufacturers, are partnering in an unprecedented way to make more progress on sustainable aviation biofuel than one company can do alone,” said Donna Hrinak, president, Boeing Brazil and Boeing Latin America. “Brazil, a pioneer in the sus-
tainable fuels industry, will play a leading role in establishing the biofuels industry and helping meet aviation’s environmental goals.” “Our purpose is to support work on developing and maturing the knowledge and technologies needed to establish a sustainable aviation biofuel industry in Brazil with global reach,” said Mauro Kern, executive vice president, Engineering and Technology, Embraer. “Brazil has shown its potential and is already a benchmark for the clean-energy industry, having created very successful ethanol and biodiesel industries.” Boeing’s biofuel collaboration with Embraer is led by Boeing Research & Technology-Brazil (BR&T-Brazil), one of Boeing’s six international advanced research centers. BR&T-Brazil works with Brazil’s research-and-development community to grow Brazil’s capabilities and meet the country’s goals for economic and technology development while
supporting the creation of innovative and affordable technologies for Boeing’s business units. In addition to its collaboration in Brazil, Boeing has active biofuel-development projects in the United States, Middle East, Africa, Europe, China, Japan, Southeast Asia, and Australia. The Boeing-Embraer Joint Research Center is the latest in a series of collaborative efforts by Boeing, Embraer and Brazilian partners on sustainable aviation biofuel. Between 2012 and 2013, Boeing, Embraer, the Fundação de Amparo à Pesquisa do São Paulo (FAPESP) and the State University of Campinas (UNICAMP) held a series of workshops in Brazil and, in 2014, published a detailed roadmap–called Flightpath to Aviation Biofuels in Brazil–that identified gaps in establishing this industry. These gaps will be addressed in part through the Boeing-Embraer Joint Research Center. In 2014, both compa-
MERCY FLIGHT SOUTHEAST TO RAFFLE OFF FLIGHT AEROSHELL AEROBATIC TEAM
nies signed a collaboration agreement to jointly conduct and co-fund research and share intellectual property developed through the center. Embraer also has collaborated with several initiatives to produce an aviation biofuel that is economically viable and fulfills stringent aviation requirements. In 2011, Embraer and engine-manufacturer GE completed test flights under a broad range of conditions on an E-170 using hydro-processed esters and fatty acids (HEFA). The following year, an E-195 from Azul airline flew during the Rio+20 fueled with biokerosene produced from sugar cane developed by Amyris. Studies have shown that sustainably produced aviation biofuel emits 50 to 80 percent lower carbon emissions through its life cycle than fossil jet fuel. Globally, more than 1,600 passenger flights using sustainable aviation biofuel have been conducted since it was first approved for use in 2011.
WITH
RENOWNED
Charity Fundraiser Offers Chance to Win a Thrilling, Once-in-a-Lifetime Flight.
If zipping across the sky in a airplane that twists, turns, and dives fuels an adventurous spirit, then Mercy Flight Southeast (www.MercyFlightSE.org) has just the ticket. The nonprofit organization is raffling off a chance to fly aboard an AeroShell AT-6 Texan during the team’s performance at Sun ‘N Fun International Fly-in and Expo, at Lakeland Linder Regional Airport (KLAL), Fla., in April. PilotMall.com donated the flight to benefit Mercy Flight Southeast, which arranges free flights for children and adults who need life-saving, far-fromhome medical care. Since 1985, the AeroShell Aerobatic Team (http://www.naat.net) has been thrilling millions of spectators at air shows across North America with aweinspiring formation aerial maneuvers. The North American “Texan,” nicknamed “The Pilot Maker,” was introduced in 1938 and went on to become the
primary training platform for all U.S. combat pilots during WWII.
The Raffle prize includes a:
• A seat on an AeroShell AT-6 “Texan” during the team’s scheduled Sun ‘N Fun performance on April 25, 2015. • Round trip airfare, up to $500 to Orlando, Fla. • Photo with AeroShell team and aircraft Raffle tickets are $20 for one chance; $100 for six chances, and $200 for 13 chances to win. The winner will be announced April 4, 2015 at the Run for the Angels 5K Run at Orlando Executive Airport. Raffle tickets can be purchased online at http://www.MercyFlightSE.org/events or by calling 352/326-0761. Entrants need not be present at the drawing to win.
About The AeroShell Aerobatic Team
The AeroShell Aerobatic Team is the longest running civilian flight demonstration team in the United States. Their hallmark is precision formation aerobatics, and their famous WWII-era AT-6 Texan aircraft with their checkerboard cowlings and red and white paint schemes are some of the most widely recognized in the world. The AeroShell Team has crafted not only a tremendous fan following but are favorites of the shows that hire them. Airshow producers rave about their easygoing manner, while millions each year wait by the show line just to see their graceful precision in flight, accompanied by the visual symphony of billowing smoke and the thunderous roar of their mighty radials. Fans are never disappointed when they come for an autograph, and these gallant men cheerfully sign until the last admirer is taken care of.
Class, integrity, and incredible skill have made for the AeroShell Team’s incredible legacy of more than 30 years of incidentfree entertainment.
About Mercy Flight Southeast
Mercy Flight Southeast is a nonprofit volunteer pilot organization that provides free air transportation to distant medical facilities when commercial air service is not available, impractical, or simply not affordable. Mercy Flight Southeast is a member of Air Charity Network, an association of charitable aviation organizations comprised of more than 7,500 pilots who represent more than 90 percent of all charitable nonemergency flights flown in the nation. Mercy Flight Southeast has won the seal of approval from Independent Charities of America recognizing Mercy Flight Southeast as a good steward of the funds it generates from the public.
GAMA WELCOMES FAA/U.S. CONGRESSIONAL FOCUS TO PROVIDE GREATER CONSISTENCY IN REGULATORY INTERPRETATION
February 2015
The General Aviation Manufacturers Association (GAMA) welcomed two developments this week in the effort to provide greater consistency in regulatory interpretation: a U.S. House Transportation and Infrastructure Committee hearing on the issue and the concurrent release of a detailed FAA plan to implement recommendations resulting from Section 313 of the FAA Modernization and Reform Act of 2012. On Jan. 21, 2015, Duncan Aviation President and CEO Aaron Hilkemann, who is GAMA’s Vice Chairman, testified before the committee on the need for greater consistency in regulatory interpretation and a timely resolution process. Hilkemann dis-
cussed the work of the Consistency of Regulatory Interpretation Aviation Rulemaking Committee, which, in Nov. 2012, made six recommendations to improve the regulatory process. In his testimony, Hilkemann highlighted two of these recommendations that would help resolve issues of uncertainty. The first would establish a single master source regulatory database of regulations and all related policy, guidance, and interpretive information in a readily available and searchable format to FAA and industry. The second would set up a Regulatory Consistency Communications Board (RCCB)–comprised of FAA regulatory and policy experts–to provide guidance and independent assessment on the interpre-
POWER FLOW SYSTEMS PARTNERS WITH PILOT GROUPS FOR TUNED EXHAUSTS
Now installed on an estimated 4,500 general aviation aircraft worldwide, Power Flow’s patented tuned exhaust systems offer improved performance and increased efficiency on the more than 20 popular airframes for which it has been granted Supplemental Type Certificates (STCs). These include Cessna’s 172 & 177 series, Piper’s PA 28-140, the Grumman AA5 series, M20 B thru J model Mooney’s. Most single engine airframes powered by Lycoming’s four- cylinder O320, O-360, I/O-360, or I/O-390 engines are candidates for the company’s proven upgrade. In response to requests from Owner’s Groups representing the pilots of aircraft that saw smaller production runs, the company offers an alternative for developing and certifying their Tuned Exhaust. “The first article of any new design of our system typically costs $50K to develop, test, and produce” according to
41
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Mr. Darren Tilman, Power Flow’s General Manager. “Add a similar amount for FAA mandated testing and production tooling, and you can see that undertaking these projects based solely on the hope that: ‘if we build it, they will come’ is financial folly.” Continued on ;Page 43
tation and application of regulations. “We appreciate the House Transportation and Infrastructure Committee focusing attention on this important issue of regulatory inconsistency as they work toward reauthorization of the FAA later this year,” said GAMA President and CEO Pete Bunce. “This hearing pinpointed some of the challenges that exist as well as opportunities to work together toward a more efficient and effective certification process for general aviation businesses and owner/operators in the future.” Also on Jan. 21, 2015, the FAA released a detailed plan to implement recommendations resulting from Section 313, Consistency of Regulatory
Interpretation, of the FAA Modernization and Reform Act of 2012. “We are very pleased that the FAA is moving forward with the first step of an implementation process for Section 313 recommendations. This effort must have priority within the agency and be closely monitored by Congress,” Bunce said. “We also hope that the agency will make the RCCB available as soon as possible to industry, not only to FAA inspectors. We look forward to working with the FAA as it continues to improve current processes and allow general aviation repair stations and manufacturers to deliver their innovative services and products to customers in a more efficient and timely manner.”
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42
In Flight USA Celebrating 31 Years
February 2015
It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
B
y definition, a ground loop is the rotation of a fixed-wing aircraft in the horizontal plane while on the ground. It is predominantly associated with aircraft that have conventional landing gear (taildraggers) due to the center of gravity being located aft of the main gear. If horizontal rotation is all that happens, the ground loop may only affect the landing gear or cause a runway excursion. Unfortunately, aerodynamic forces can cause the advancing wing to rise, which may then cause the other wingtip to contact the surface. A ground loop that progresses to this stage may result in extensive airframe and engine damage and even personal injury. While often caused by an unfavorable wind component or adverse runway conditions, ground loops may be caused entirely by pilot error. To avoid a ground loop, the pilot must respond to any directional change immediately while sufficient control authority is available to counteract the unwanted movement. In order to respond quickly enough, taildragger pilots have to anticipate the need for corrective control input. This means keeping ground loop countermeasures in mind whenever the aircraft is moving. To reinforce the need for taildragger pilots to keep the nose ahead of the tail, this month’s CALLBACK looks at three ground “oops!” incidents. Note that while these reports emphasize the particular need for vigilance in training scenarios, the basic techniques noted apply to all taildragger operations.
Errant Cub Strikes PAPI
This J3 Cub instructor’s observation that, “we were comfortably in control right up to the point when it became clear…we were going to depart the runway” emphasizes the need for constant vigilance in a taildragger. • I was…flying from the front seat. An ATP rated pilot was the student for tailwheel training, flying from the rear seat. We did two landings and takeoffs from a small grass field several miles from our home airport. The day was
GROUND LOOP LESSONS
clear with very light winds, essentially calm. We returned to our airport for our final landing. The student had done well with his earlier landings, and I felt comfortable having him make this landing also. I briefed that a pavement landing was more challenging than grass and required even more precise directional control… We had previously discussed the center of mass location relative to the main gear and how that causes a ground loop tendency in tailwheel aircraft if the aircraft is not aligned with the direction of travel or is drifting at the time of touchdown. The final approach segment was flown precisely on speed and on glide path. As we neared touchdown and were into the landing flare, I noticed that the airplane began drifting very slightly to the right. It was my impression that the degree of drift and the alignment of the aircraft for landing were within safe limits and therefore, I continued to monitor the landing, letting the student maintain full control. After we touched down, just at stall with the stick full aft, the aircraft began to turn gradually left. I began to assist the student on the flight controls and then said, “I have it” as the rate of turn increased. Despite full right rudder and brake, the turn developed into a progressive swerve to the left. I do not recall if I added left aileron. I noticed a small amount of power still on, and I took this out. We left the runway between the runway lights and continued to roll onto the grass. The radius of the turn tightened, and I began to see the PAPI lights to our left… As the turn continued, we went past the first three lights and slowed, but the radius of the turn tightened despite all control inputs. We struck the fourth PAPI light. We were moving so slowly at the time of impact that we did not feel a discernible force. I checked the brakes, bungees, and tailwheel. All seemed to be intact and functional. I initially wondered if there could have been a mechanical problem because the degree of side movement seemed to be in an acceptable range at touchdown, and I was surprised by the ground loop. We did subsequently
note that the tailwheel springs and linkages were somewhat loose. I have made thousands of tailwheel landings and felt this time that we were comfortably in control right up to the point when it became clear the swerve was increasing and we were going to depart the runway. I have to conclude this was mostly pilot error for not fully recognizing that lateral limits had been exceeded, perhaps exacerbated by a somewhat loose tailwheel steering linkage.
“Never Relax Your Vigilance”
The type of aircraft was not given in this report, but the lessons given are good for any taildragger. Also, the importance of not overestimating a student pilot’s ability is good advice for instructors in any type aircraft. • This was the first flight of a tailwheel endorsement for a previously endorsed pilot who had lost his documentation. He had approximately 100 hours of tailwheel time… Two hours of ground school was accomplished covering tailwheel aircraft and model specific characteristics. The start and taxi, including control positioning, was normal. The takeoff was somewhat erratic in that the control yoke was “pumped” slightly; rudder control was erratic, but satisfactory. Slow flight at various flap settings and stalls were accomplished. On the first pattern, downwind to final was satisfactory, but he elected to use 30 flaps instead of 40. As the flare was initiated, he “pumped” the yoke initially, but quickly established a proper attitude. As the aircraft touched down he relaxed backpressure and over-controlled the rudder causing a minor heading change. He then reversed the rudder, adding backpressure and causing the aircraft to become airborne and change direction. At this point, I commanded him to hold the yoke with a nose up attitude and center the rudder; however, he relaxed backpressure, allowing the aircraft to touch down. His rudder input at this time was excessive (push and hold rather than the quick inputs required for a taildragger). I took control of the aircraft (at this
time we were very slow), but I could not override his rudder input in a timely manner. The aircraft did a slow ground loop, exiting the runway. It was more of a quick turn than a classic ground loop. I reentered the runway and taxied back to the ramp to perform an inspection. There was nothing wrong with the aircraft or tail wheel assembly. I have about 5,000 hours of instructor time with no incidents/accidents and have trained many pilots, but I committed a cardinal sin in having higher expectations for this pilot than warranted based upon his experience. Could this have caused me to relax my vigilance? It probably did… When the student started pumping the yoke at the initial round out, I should have taken the aircraft and performed a go-around. I also did not demo the first landing, which is usually my method of operation. This event reiterated the fact that a demo is also appropriate for someone who has never flown a particular model and [I should] never fail to take timely control of the aircraft, even though someone has extensive experience. Never relax your vigilance.
Wayward WACO
Even a very experienced instructor pilot might not be able to overcome a student pilot’s error when it involves a critical action at a critical time. The situation is aggravated in an aircraft such as this WACO where the instructor was unable to see, and possibly anticipate, the student pilot’s actions. • The objective of the flight was to practice takeoffs and landings on a paved runway, which is more difficult and challenging than operations from a turf runway in a vintage aircraft of this type… The decision was made to practice at a nearby field where there is a 150-footwide runway. A key point in technique that had been stressed…was not to touch the brakes until the tail wheel was on the ground when making a wheel landing. Moreover, one should not try to force the Continued on Page 43
February 2015
ZENITH AIRCRAFT HOSTS EAA CHAPTER 429 PROJECT
A while back, Christopher Ward attended a Zenith Workshop, built a rudder, and then purchased a CH 750 Cruzer kit. That is not an infrequent occurrence. However, Ward did manage to talk the factory into hosting a workshop that would focus on building the horizontal stabilizer and elevator sections of his kit. In an oblique salute to the One Week Wonder (where a complete Zenith Kit was assembled in just seven days at AirVenture 2014), he brought some members of EAA Chapter 429 in Jefferson City, Mo. to help with the construction.
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There were five people working on Thursday and six on Friday. Over the two days, the builders, some who were experienced, some who were pulling rivets for the first time, were able to complete the assembly of the elevator and stabilizer. “In the end, all agreed that it was a beneficial and enlightening experience,” said Sebastien Heintz, President of Zenith Aircraft. “The work progressed smoothly and was completed with a level of craftsmanship that they could all be proud of. Importantly, they all had a lot of fun working on the airplane together.”
As a result of the successful experience at the factory, Heintz has decided to do it again, making it available to more builders. Starting with the next two-day factory workshop (on Feb. 5 and 6), building a horizontal tail kit will be added to the list of activities. For the past 20 years, the Zenith Aircraft Company has held two-day workshops at the factory that focused on assembling a rudder for the purpose of acquiring the major skills needed to complete an all-metal aircraft. Hundreds of people have attended those workshops, and many have gone on to
43
Zenith held the first in a new series of workshops designed to complete the horizontal members of a kit owner’s aircraft.
build a complete aircraft. For further information on Zenith workshops, visit ZenithAir.com
Power Flow Systems Partners with Pilot Groups Continued from Page 41 Power Flow’s “Pre-STC” program allows owners of less prevalent aircraft types to join forces to “prove the market.” Based on the size of the potential market, Power Flow sets a minimal earnest money deposit (typically $500) and a minimum number of required initial depositors (usually 40-50). The depositors get a fixed purchase price and guaranteed performance improvement
Safe Landings
Continued from Page 42 tail down once on the ground in the wheel landing attitude but rather let the tail come down on its own, maintaining directional control with the rudder only; no brakes during this phase of the landing roll out. The point had been previously stressed and understood by the student that forcing the tail down (pulling it down with the stick) prematurely was a good way to induce a ground loop because this action would dramatically increase the angle of attack on the wing when it still had enough speed remaining to generate some lift and enough lift, if helped along by any crosswind, to cause the aircraft to yaw and thereby cause the downwind wing to hit the ground and begin a ground loop event. Application of brakes while the tail was still flying could also cause enough adverse yaw to induce a ground loop or even worse, flip the aircraft over. Conditions at the time were ideal. Wind was less than five knots. When the airplane touched down on the main wheels, directional control was good, and it was tracking straight. Then it began to yaw to the right as speed decreased and the tail began to lower. This is a critical time where the pilot flying needs to immediately arrest the yaw with opposite rudder even if aggressive
benchmarks. The program started with a campaign to develop a tuned exhaust for Cessna’s 177RG model. Power Flow initiated the project in 2008 after 40 RG pilots (members of the Cardinal Flyers Online Pilot’s Group), signed-up, each making a $500 deposit. Obtaining the STC in early 2009, Power Flow delivered brand new systems to each of the initial depositors. It has since delivered
more than 125 additional systems to RG owners worldwide. A similar action was undertaken in 2010 for the Aviat Husky; this time based on deposits from 35 pilots. The company has now sold more than 35 additional systems to Husky owners seeking higher performance for their aircraft. Neither one of these airframes would have “made the cut” for Power Flow to consider a new development
effort based on the number of airframes in service. It was only with the participation of owners that the company was able to justify these projects. Power Flow invites inquiries from other aircraft type clubs and owner’s groups interested in making the benefits of the company’s proven tuned exhaust system available to their own members. To learn more about Power Flow, visit PowerFlowSystems.com
opposite rudder is necessary but no brakes. Instead, the student hit the left brake fairly hard. Now the right yaw, which was only about 10 degrees, suddenly became a sharp yaw to the left at about 45 degrees.
At this point, the airplane was headed off the runway onto the grass, and it struck a runway light where it departed the runway. The critical error was that the student stomped on the left brake when the aircraft began to yaw to the right while
the tail was still flying. This is an antique aircraft. The instructor pilot sits in the front cockpit. The instructor cannot see what the flying pilot is doing with his feet or how he has them positioned on the rudder pedals.
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In Flight USA Celebrating 30 Years
February 2015
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Bristell recently introduced a new aircraft to their line-up. Called the Bristell TDO, which stands for “Tail Dragger Option,” this aircraft gives owners the utility of a backcountry aircraft with greater speed and useful load than the traditional backcountry LSA flyers are accustomed to. Optional 26-inch tundra tires allow the TDO to land on very rough surfaces and enable this Bristell to go just about anywhere. Bristell Aircraft’s Lou Mancuso said “If you ever wanted to take that trip out west but thought it would take too long in a Cub, we’ve got the plane for you.” With the Bristell TDO’s wide comfortable cabin, exceptional range and category leading 645 pound useful load, you can pack two people, their gear and full fuel, and travel at more than 120 knots to your destination. Most passengers prefer sideby-side configuration. Prop clearance is excellent with big tires. Pronounced wing dihedral provides reassuring great lateral stability. With three quarter length flaps, the Bristell can land at speeds as low as 34 knots. One unique feature of the Bristell TDO is the “Sleeper Sleeve” option. Developed for the Australian market, where pitching a tent in the company of some of the world’s most poisonous
The Bristell TDO, with carbon option.
snakes and spiders isn’t an option, Bristell’s solution is elegantly simple; sleep in the aircraft cockpit. Lower the seats, cover the baggage area, and expose the rear fuselage. A completely flat area is available for sleep. At 51-inches wide, it’s just two inches narrower than a normal full mattress. The optional Sleeper Sleeve just adds more utility to this great aircraft. It also demonstrates how much Bristell listens to their customers’ feedback and incorporates these features into the aircraft. Bristell Aircraft are designed specifically for the American aviator. Backed by one of the longest standard warranty in its class, Bristell offers an ownership experience that is the envy of the market segment with the highest level of quality, fit and finish available on the market. To learn more about Bristell Aircraft, visit www.bristellaircraft.com
MICRO AERODYNAMICS INTRODUCES VORTEX GENERATOR KIT FOR DIAMOND TWIN
Micro AeroDynamics has received FAA and EASA STC approval for the VG kit it has designed for the Diamond DA42, DA42NG and the DA42M-NG twinengine models. In flight tests, the addition of VGs to the leading edge of the wings and both sides of the vertical stabilizer reduced Vmc, provided a dramatic improvement in slow speed stability and handling, lowered stall speeds, reduced accelerate/stop distance, and improved safety. The STC for the kit is compatible with aircraft approved for flight into known icing. In addition to improved controllability in slow flight, flight tests demonstrated Vmc is reduced by nine KIAS, Vs comes down by five KIAS, and Vso slows by seven KIAS. Rate of climb increases by 150 fpm, and there is no measurable loss of speed in cruise settings. Micro VG kits come with the STC, all required installation tools, detailed
drawings and illustrated instructions, templates for properly positioning the VGs, spares, and Loctite Depend 330 for permanent adhesion. Once in place, Vortex Generators are effective in keeping the boundary layer attached to the flying surfaces at slower speed, expanding the envelop for positive aileron and rudder control while landing or taking off. The complete package can be installed easily in one day. VG Kits for the DA42 series are pre-painted “Diamond White” and sell for $2,450 plus shipping and handling.
February 2015
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T he Py lon P lac e
INTRODUCING THE U.S. UNLIMITED AEROBATIC TEAM WORLD AEROBATIC CHAMPIONSHIPS 2015 Marilyn Dash’s
F
The Team
irst, I want to congratulate the U.S. Unlimited Aerobatic Team! The USA will be represented by a group of pilots who are long-time aerobatic competitors. Everyone on the team has participated in at least one previous World Aerobatic Championship (WAC) in the past. This is very valuable experience! The U.S. team is comprised of Goody Thomas (Team Captain), Rob Holland, Jeff Boerboon, Nikolay Timofeev, Brett Hunter, Melissa Pemberton, Benjamin Freelove, Mark Nowosielski, and Tim Just. This team will compete at the 28th FAI World Aerobatic Championships in Châteauroux-Déols (France) Aug. 19-29, 2015. Who wants to go with me? I was lucky enough to help out in 2013 when the WAC was held at North Texas Regional Airport in Denison, Tex. I’d be thrilled to go again and support our team.
Aerobatic Performance Zone – The Box
Competition Aerobatics takes place on a playing field just like most other sports. The only difference is our field is a “Box” in the sky. Just like all sports there are penalties for leaving the “Box.” “Outs” or “Boundary Infringements” as they are referred to in Competition Aerobatics are verified by “Boundary Judges” that sit on the ground and use a sighting device to determine these penalties. If you’ve ever seen clear panels on an Aerobatic Plane–this is why. We need to be able to see the ground positioning to stay in the box.
Sequence & Figures
The aerobatic sequence is made up of precisely defined maneuvers per-
formed in a specific order and flown in a specified direction. Pilots are judged on both how well they fly the maneuvers and how well they follow their sequence. The Aresti Catalog created by Colonel José Luis Aresti Aguirre shows each aerobatic figure via lines, arrows, geometric shapes and numbers representing the precise form of a maneuver to be flown.
petition and is more closely associated with an airshow type routine. There is music and even smoke on some competitors. The timing is critical-so do not go over your four-minute allotment. Then the waiting begins... followed by the Award’s Banquet and a new World Champion!
Aerobatics sequences are judged similar to say, gymnastics. Each figure can receive a score of between 10 and zero based on the deviations from perfect. Each figure has a degree of difficulty called a “k-factor.” This k-factor is then multiplied by the score that the pilot received on the figure. All scores are added up for the flight. Pilots can fly up to four programs in these aerobatic categories. First, they fly the qualifications program first which is known as the “Q” program. The “Q” is the same for all competitors and is your “rite of passage” to the next phase. They then move on to the Freestyle or “Free,” which is a sequence, which each competitor creates–usually made to highlight their specific skill set. A “Free” is created based on a series of requirements, and it is a way for the competitor to show a little of their creativity. If you pass through the “Free” you get to fly the Unknown. For this sequence, Teams select the figures, and then sequences are submitted to the Jury, checked and published. Pilots can then choose from the available Unknowns. The competitors do not get to fly these sequences to practice, but must jump right into flying them in the Box and in front of the Judges.
Because of the amateur nature of Competition Aerobatics in the U.S.–each one of these members are paying their own way to get to France. They are also spending their own money to train and to get their aircrafts there as well. This is–as you can imagine–very expensive. Perhaps you can see helping out by donating to the team or to individual team members? Maybe even helping sponsor them? I’d like to introduce you to some of the team members. I’ve known all of them for years and consider some to be very good friends.
Judging & Flight Programs
Helping Out - Sponsoring the Team
Introductions – Brett Hunter
Brett Hunter made the team for the second time. He competed at the WAC 2013–where we first met. He flies a Pitts–like Ruby–during his airshow season, but flies an MXS in competition. In his words: My first memories of flying are sitting on a stack of phone books so that I could fly dad’s Piper Tri-Pacer. Ever since that day, I have been enamored with the people and the machines that fly. Aerobatics became my passion when I realized it was the key to unlock the secrets of true flight. Since that first spin, I have been building my life around aerobatics. From teaching aerobatics, to building a house next to a runway, to finding the perfect job that would support my interest, and finally owning a premier Continued on Page 46
Old School Aviation Advanced Warbird Flight Training WWII Stearman and Texan AT-6
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The Unknowns
(Marilyn Dash)
Once the devilish Unknowns are completed, additional cuts in the field are made. At this time, the Four Minute Freestyle, aka “four-minute,” begins. The four-minute is held at the end of the com-
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The Aircraft Owners and Pilots Association (AOPA) now offers special aircraft financing for flying clubs as a way to help new flying clubs acquire quality aircraft while aiding existing clubs that want to expand their fleets. With assistance from the AOPA Aviation Finance Co., flying clubs may realize attractive terms with which to finance and purchase an aircraft. AOPA has developed four finance options to fit the needs of both start-ups and well-established flying clubs. â&#x20AC;&#x153;Flying clubs offer pilots of all skill levels the benefit of shared aircraft ownership and a ready-made community of like-minded aviators,â&#x20AC;? said Adam Meredith, president of AOPA Aviation Finance Co. â&#x20AC;&#x153;Weâ&#x20AC;&#x2122;re excited to offer these new financing options to flying clubs, whether itâ&#x20AC;&#x2122;s just a couple of pilots with a single airplane or hundreds of pilots who fly a variety of aircraft. Every club will find something to like in our flying club financing packages.â&#x20AC;? Several of those packages are tailored toward the needs of start-ups, including two that offer 15-year loan
February 2015
terms with interest rates ranging from five to seven percent and down payments from 15 to 30 percent. For established clubs, AOPA Finance offers a 10-year loan with no personal guarantee (higher down payment required). For more information on flying club financing, please call AOPA Aviation Finance at 1-800-62PLANE, or visit Flying Club Finance. AOPAâ&#x20AC;&#x2122;s flying club initiative aims to educate, promote, and support current and future flying clubs in order to encourage and expand general aviation. Apart from special financing, flying club benefits that AOPA offers include special insurance coverage, a flying-club finder, tool and AOPAâ&#x20AC;&#x2122;s Guide to Starting a Flying Club. â&#x20AC;&#x153;As the demand for affordable flying and a more-connected pilot community grows, AOPAâ&#x20AC;&#x2122;s flying club initiative is expanding to build up flying clubs in America,â&#x20AC;? said Kelby Ferwerda, manager of AOPAâ&#x20AC;&#x2122;s flying club initiative. â&#x20AC;&#x153;Flying clubs have been around as long as airplanes, but pilots today are realizing the efficiency, community, and fun that clubs offer, and AOPA is committed to sustaining that tradition.â&#x20AC;?
The Pylon Place
Continued from Page 45 aerobatic airplane brings me here. â&#x20AC;&#x201C; Brett Hunter
As you can see, Brett is very passionate about flying, aerobatics, and representing the USA in France this August. Letâ&#x20AC;&#x2122;s see if we can help make his dream come true! http:// www. gofundme .com /f53kjw
Go Team
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“STORMS
A BREWING” HEADING FOR U.S. SHORES
February 2015
Art Nalls, Former Marine Corps test pilot and well-known air show performer, is making history again. Already the only private owner of a Harrier attack aircraft, known for its incredible ability to go from hovering flight to over 650 knots in just a matter of seconds, has now added a rare two-place harrier to his impressive collection. Nalls Aviation Inc. will be flying both Harriers this season in sound shattering routines that are unmatched by any other performer. But making sure the two-place Harrier reached U.S shores as safety as possible meant it was to be shipped by sea. That introduced another whole set of challenges. According to Art, “The dismantling took longer than anticipated, maintaining a long held aviation tradition of seemingly simple jobs taking longer than antici-
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pated. Fortunately, we had terrific support and the take down and “cocooning” got done with all components safe and sound. There was a lot of interest on the docks of Liverpool as our prize was loaded onto the ship.” To be sure, it looks like a great job of gift wrapping has been done. Readers are encouraged to keep track of reassembly progress on upcoming show performances on Art’s web site, www.nallsaviation.com.
BANYAN PROVIDES FANS SOLUTION FOR BOEING 727
Banyan Air Service has embarked on a FANs 1/A+ STC solution for an undisclosed Boeing 727 VIP operator. This upgrade includes the installation of dual Universal UNS-1Lw Flight Management Systems, Universal UL801 Unilink, CVR-120A cockpit voice recorder, and an ICG-220A Nxtlink Iridium system. “This upgrade will prepare the aircraft to meet the requirements of FANs/CPDLC to allow access to the FANs airspace for increased fuel savings and reduced cockpit workload,” said Paul Rose Banyan’s VP of Technical Services. The initial certification aircraft has
been completed, and Banyan expects STC approval in early 2015. Banyan Air Service offers avionics installations and repairs modifications and is an authorized dealer for all major avionics manufacturers. Banyan is certified both FAA, EASA, and has earned repair station approvals for Brazil, Argentina, Colombia, and Venezuela. In addition, Banyan based at Fort Lauderdale Executive Airport (KFXE), is an award winning FBO offering turbine airframe and engine maintenance, aircraft sales, parts solutions, Jet Runway Café and Banyan Pilot Shop. For more information, visit www.banyanair.com
AIRCRAFT SPRUCE ANNOUNCES THEIR AVIONICS WIRE HARNESS SHOP
Aircraft Spruce has a harness assembly shop providing avionics wire harnesses for the experimental market ranging from single avionics units to custom coax cable assemblies to complete panel wiring systems. Aircraft Spruce harnesses are all professionally assembled and labeled neatly allowing for easy installation. Although many of the harnesses are standard and stocked on the shelves for same day shipping, Aircraft Spruce also offers their customers custom made harnesses to specific lengths for each wire needed during installation. When you start working on your avionics panel, you can rely on Aircraft Spruce’s expertise and support for all of your har-
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American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION
1977 Cessna 310R
1967 Beechcraft V35
1864 TTSN A&E, NARCO IFR, A/P, Good Original Paint and Interior, NDH, ..$99,950
1914 TTSN, 200 SNEW Engine, A&E, NARCO IFR, A/P, Nice Original Paint and Interior ..$99,950
FILE PHOTO
1980 Cessna 152
1977 Piper Warrior II 151
4000 TTSN. 2400 SMOH. New king digital IFR, Garmin Transponder, DME, NDH, new windows and plastic .......................$29,950
2000 HRS. TTSN, NARCO IFR, Original Paint, New Interior, Needs annual completion, Missing minor parts, NDH ....$19,950
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2008 Cessna 172SP Skyhawk 993 TTSN, G1000 Avionics, Leather Interior, One California Hangared Airplane Since New, NDH, Like New ........$219,950
1955 Beechcraft T-34B Mentor Gray with US Aircraft markings.
Inventory Needed. Sell it fast with us!
1940 Phillips Aviation CT-2 Skylark 70 hours since new.
1942 Grumman Bearcat F8F-2
1944 North American P-51 D Mustang 588 hours since new.
820 hours since new.
New Corporate Hangars To be built at Hayward, CA. Executive Airport Size of Hangars Available: • 110 X 109 with doors on both north and south side with clear span 98.2’ wide by 20’ height clearance.
ness needs. For more information, please call our Avionics department at 800/8263160 or visit www.aircraftspruce.com Aircraft Spruce’s complete product line is available at www.aircraft spruce.com. Request your complimentary copy of the company’s free 950+ page catalog.
• 110 X 55 with door clear span 98.2’ wide by 20’ height clearance.
Contact Robert Coutches at 510-783-2711 for more info. Robert Coutches
(510) 783-2711 21015 Skywest Drive, Hayward, CA 94541
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In Flight USA Celebrating 30 Years
February 2015
InFlight USA Classifieds (All ads run for 2 months)
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TYPE RATINGS Arizona Type Ratings CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. www.arizonatyperatings. com, (602) 614-7994. 9309:2
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Corona Aircraft Engines. Complete engine overhauls on all Continental & Lycoming engines. ECI Titans in stock. Corona Airport, CA, (951) 736-6452, www.coronaengines.com. 8/14 Aircraft Engine Parts & Service. Gibson-Aviation, El Reno, OK, (800) 9924880, gibsonaviation@msn.com. 11/14
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February 2015
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NOMINATIONS SOUGHT FOR TONY BINGELIS, SPIRIT OF FLIGHT AWARDS
2015 AirVenture Oshkosh News • July 20-26
Is there an extraordinary tech counselor in your chapter or a pilot whose accomplishments and dedication to aeronautics have “flown under the radar?” They could be candidates for two awards presented annually at EAA AirVenture Oshkosh, the Tony Bingelis Award and the Spirit of Flight Award. The Bingelis Award honors the memory of Tony Bingelis, EAA’s highly
regarded homebuilding authority, author, and columnist in EAA Sport Aviation. Created in 2002, the award recognizes people who have made significant contributions to the encouragement of aircraft projects for fellow EAA members, the promotion of safety, and for maintaining the values of EAA. A nominee must have been an active and current EAA technical counselor for five consecutive years.
Download a nomination form from www.eaa.org. The Society of Experimental Test Pilots and Scaled Composites established the Spirit of Flight Award in 1997 to recognize an EAA member who best exemplifies the spirit of research, development, or flight-testing. They promote air safety by presenting a pilot’s opinion, strengthening the influence of the test
ized that Bert never received a B-17 civilian type rating,” he said. Cornwell hasn’t flown as a pilot in command since 2007. Cornwell proudly shared his U.S. Army Air Corps flight records after the flight was over. Seeing the wonderful service this veteran has given to his country over the years, Knickerbocker was compelled to honor Cornwell’s military accomplishments with an honorary B-17 type rating at age 91! Knickerbocker has been flying for more than 45 years with an excess of 23,000 flight hours in numerous aircraft types and categories. He has an ATP certificate for airplanes (ASEL & AMEL) and helicopters, plus his commercial ticket in gliders and seaplanes. His many CFI ratings include single and multiengine airplanes and gliders, CFII airplane and helicopter, and he also holds a Transport Canada ATP for ASEL & AMEL with type ratings. He is a true example of the quality of pilots that are privileged to fly EAA’s B-17.
Cornwell, who also helped start Chapter 288 in Daytona Beach, recalled the advice he received from EAA Founder Paul Poberezny when he asked how to start a chapter. “Paul told me the first thing to do is find a place to meet, then provide something to eat, and create a newsletter,” he said. Bert served as the chapter newsletter editor for many years as well as president. He was also an EAA technical counselor for Chapter 635, and still attends as many meetings as he can. He had the dream to build a Pietenpol since he was 14 years old, and later in life started a project. He finished the fuselage, 34 wing ribs, and tail section, but had to abandon the project when his bride of 70 years, June, became ill. She passed away about a year ago. Cornwell visited Oshkosh twice, first in 1971 when he and one of his students at Embry-Riddle flew up in the Piper Cub the student won in the EAA sweepstakes in 1970. They flew two-
pilot on aeronautical progress, and continuously evaluating the adequacy of flight equipment. Download a nomination form from www.eaa.org. If you have any questions, please call the EAA Safety Programs Office at 888/322-4636, ext. 6864. The deadline for both award nominations is March 1, 2015.
EAA: B-17 VETERAN RECEIVES HONORARY B-17 TYPE RATING
O
By EAA Staff
dbert “Bert” Cornwell, of DeLand, Fla., has been an EAA member since 1965 (EAA 27879) and was one of the founders of EAA chapters 288 in Daytona Beach and 635 in DeLand. He is also a veteran of World War II who was both a pilot and flight engineer in B-17s and B-24s–but mostly B-29s. When Chapter 635 welcomed EAA’s B-17 Aluminum Overcast to DeLand Municipal Airport for a tour stop this week, Cornwell, 91, was given an opportunity to accompany the promotional B-17 flight for local media on Monday, Jan. 12. EAA volunteer B-17 pilot, Shawn Knickerbocker, a military competency examiner for the FAA, spoke with Bert about his military flying experience. “As our conversation continued throughout the flight and the day, I real-
AIRVENTURE
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World War II veteran pilot Bert Cornwell receives an honorary B-17 type rating from EAA volunteer pilot and military competency examiner, Shawn Knickerbocker. (Photo courtesy EAA) hour legs, alternating every stop. The other Oshkosh visit was in 1976, and June went with him. He also worked for a time in Akron, Ohio, on Goodyear Blimp engines, and even has logged time in ZP3 models. “I’ve flown a bunch of stuff, but that was the biggest thing I ever flew,” he said.
HOST WORLD-RECORD SKY DIVING ATTEMPTS
Skydiving Hall of Fame to Organize International Teams of Expert Jumpers
A world record sky dive attempt will be part of EAA AirVenture Oshkosh 2015, with an international team of top skydivers aiming to make history at The World’s Greatest Aviation Celebration. The Skydiving Hall of Fame based in Fredericksburg, Va., will organize the 108-person jump team for the record attempts sanctioned by the Fédération Aéronautique Internationale (FAI), which is the official organization that maintains the world’s aviation-related records. The teams will practice and prepare with record attempts at Skydive Chicago in Ottawa, Illinois, before the scheduled record attempts on July 22 and
24 at Oshkosh (weather and conditions permitting). “Sky divers have been part of the EAA AirVenture air show for decades, but the opportunity to have a worldrecord attempt at Oshkosh is something unprecedented here and very exciting,” said Rick Larsen, EAA’s vice president of communities and member programs, who leads the AirVenture event organizing team. “The Skydiving Hall of Fame is bringing the best of the best in their community to Oshkosh, matching the standard of performers that have made the AirVenture air show a true all-star event.”
The Skydiving Hall of Fame team, known as the Eagles, will jump from as high as 20,000 feet from its Short SC.7 Skyvan and de Havilland DHC-6 Twin Otters to begin their record attempts. The FAI and its U.S. representative, the National Aeronautic Association (NAA), will then confirm any record. “These seasoned skydivers, who are among the best in the world, face enormous challenges,” said James F. “Curt” Curtis, president and CEO of the Skydiving Museum & Skydiving Hall of Fame. “To achieve an FAI world record while performing a high-profile professional exhibition requires extraordinary
(Andrey Veselov/Courtesy EAA) skill, talent, and focus. But the opportunity to attempt this at Oshkosh during AirVenture week is a unique moment for our community.”
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In Flight USA Celebrating 30 Years
February 2015
AD INDEX Aerozona Parts ....................44
Aviation Gifts by Wileman 44
Historic Flight ................6, 31
R & M Steel ........................14
Aircraft Specialties Service 19
Baja Pirates..........................16
Idaho Expo ..........................33
Schweiss Doors ..................44
Aircraft Magneto Service ..44
Aircraft Tool Supply ..........31
Airtronics ............................25
Alliance International Aviation (AIA)....................................12
American Aerobatics ..........10
American Aircraft Sales ....47
AOPA ....................................7 Arizona Type Ratings ........24 Art Nalls Air Shows..............9 Assoc. Sales Tax Consult ..51
Aviation Insurance Res.......22 Bristell Aircraft....................37
Corona Air Venture ............26 Divorce For Men ................24
Dr. Susan Biegel, MD ........14
Durachart ..............................6 Fly It ................................2, 52
Gibson..................................22
Giottos..................................10 Hartwig ..................................3 Horizontal Rain ..................33
HME Watches ....................30 Jorgenson Lawrence ..........50
JT Evans ................................4 Kitfox ..................................38 Lafferty Aircraft Sales ........11
San Carlos Aviation Supply12 Sky Dancer ..........................41 Stallion 51............................46 Sterling Air ..........................13
Steve Weaver Aircraft Sales 39
Liberty Bank........................46
Tiffin Air..............................43
Old School Aviation............45
Wicks ..................................27
Mountain High Oxygen......37 Pacific Coast Avionics ........21 Pac. Coast Dream Machines37
TJs Aircraft Sales ................23 Zanette AC Insurance ..........5
QREF Media ......................18
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