March 2011 In Flight USA by Anne Dobbins

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March 2011

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TABLE Volume 27, Number 7

CONTENTS March 2011

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

ON THE COVER FEATURE STORY

COVER STORY

Aero Friedrichshafen

Sun ‘n Fun Preview Blue Angels Page 6 Preview Section Page 39

Page 35

Photo Courtesy Sun ‘n Fun

FEATURES

FEATURED COLUMNS Goodies and Gadgets Tips From the Pros Safe Landings

Apply For $60,000 Electric Flight Prize ........................54

Ferrying a Beech Baron to Brazil By Steve Weaver ..........................................................11 The Secret Lives of Gliders By Quest Richlife ..........................................................16 Historical View: The Silent Grace of Sailplanes By Alan Smith ..............................................................18 Wings of Freedom Tour By Hayman Tam ..........................................................20 Winter (Aviation) Reading Club By S. Mark Rhodes ......................................................24 Best Pilot of Them All By Herb Foreman ........................................................47

Planes of Fame Airshow: May 14-15 ............................57

DESTINATION

Cessna Delivers First International Skycatcher ..........58

Flying With Faber: In Love... with Las Vegas By Stuart J. Faber ..........................................................50

NEWS AOPA’s Fuller Prioritizes FAA Reauthorization ............8 GA-Friendly Amendments On FAA Bill ..........................8 NBAA’s Bolen Outlines Guide for Aviation’s Future ..31 Cirrus Acquired By Chinese GA Company..................38 Lindbergh Foundation Announces Winners ................40 Cessna and Embry-Riddle Renew Partnership ..........43 AOPA: Committee To Evaluate AvGas ..........................44 Remos Aces Cold Weather Testing ..............................48

..........................................36 ..........................................23 ..........................................27

COLUMNS Aviation Ancestry Light Sport Flying What’s Up?! Close Calls The Pylon Place

by Scott Schwartz ................12 by Ed Downs ........................14 by Larry Shapiro ..................26 by Anthony Nalli ....................28 by Marilyn Dash ....................45

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

SPECIAL SECTION: SUN ‘n FUN PREVIEW....................STORIES BEGIN ON PAGE 39

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Celebrating Twenty-Seven Years of In Flight USA

March 2011

SPECIAL FEATURE: SUN ‘N FUN PREVIEW

US NAVY “BLUE ANGELS” TO PERFORM AT SUN ‘N FUN

The United States Navy’s (USN) “Blue Angels” military jet demonstration team will be the featured airshow performers at this year’s Sun ‘n Fun International Fly-In & Expo, which will be held March 29 - April 3 on its campus at Lakeland Linder Regional Airport in Lakeland, Florida. “Sun ‘n Fun is honored and excited to host one of the world’s most recognized military jet teams – the Blue Angels – and to recognize the 100th anniversary of Naval aviation during our 2011 event,” said Sun ‘n Fun President John Burton. “Their participation will add to the exciting array of aircraft and activities already planned for Sun ‘n Fun’s 37th annual celebration. We’re excited about having the Blue Angels take to the skies over Lakeland, especially as they perform their aerial magic for our attendees and area guests.” The Blue Angels plan to arrive at Sun ‘n Fun on Thursday, March 31 and will conduct individual media flights and a team training flight prior to their scheduled performances on Saturday and Sunday, April 2 and 3. Advanced discounted ticket packages

to Sun ‘n Fun are available on the Sun ‘n Fun website at www.sun-n-fun.org. According to the U.S. Navy, the Blue Angels’ mission is to enhance Navy and Marine Corps recruiting efforts and to represent the naval service to the United States, its elected leadership and foreign nations. The Blue Angels serve as positive role models and goodwill ambassadors for the U. S. Navy and Marine Corps. A Blue Angels flight demonstration is a choreographed showcase of the types of piloting skills expected of all naval aviators. The Blue Angels’ C-130, affectionately known as “Fat Albert,” begins each demonstration by exhibiting its maximum performance capabilities during a 10-minute performance. Shortly thereafter, you will see the graceful aerobatic maneuvers of the four-jet Diamond Formation, in concert with the fast-paced, high-performance maneuvers of its two solo pilots. Finally, the team illustrates the pinnacle of precision flying, performing maneuvers locked as a unit in the renowned, six-jet “Delta Formation.”

SUN ‘N FUN PREVIEW

Begins on Page 39

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March 2011

COMMUNICATING ABOUT GA By Craig L. Fuller AOPA’s President and CEO or all of us at AOPA, communicating about general aviation is among the most important things we do. In fact, sharing news and information about GA has been a key part of our mission since the Association was founded 72 years ago. Of course, these days, our communication channels are more numerous and varied than our founders could have imagined, and you don’t even have to be an AOPA member to receive some of our publications. We are fortunate to have the world’s most widely read general aviation publication–Pilot magazine. Digital editions

that can be read on almost any device are our newest offering. And for those who are learning to fly or adding new ratings, we offer Flight Training, which we fully redesigned last year. Then there are the electronic publications. Our fine writers are covering stories all continuously, so if you want a weekly update on developments from our AOPA team, you will enjoy AOPA ePilot. It’s a great gateway to what’s new on AOPA.org and links can connect you with video segments, images, and other special features. AOPA Aviation eBrief provides readers with short news summaries and links to stories from multiple news organizations each business day. I am pleased to

FULLER TALKS PRIORITIES By AOPA Communications Staff he U.S. House of Representatives took up the issue of FAA funding in early February. AOPA President Craig Fuller testified before the aviation subcommittee of the House Transportation and Infrastructure Committee, stating in his prepared remarks submitted before the hearing that the FAA needs a stable four-year funding plan that considers the needs of all sectors of aviation. Fuller called on the subcommittee members to provide the FAA with longrange financial certainty. “A four-year FAA Reauthorization bill and the certainty it provides are vital for federal investments in safety, modernizing the air traffic control system, FAA operations, airport improvements, and aviation research efforts,” he said in his written testimony. He also reiterated AOPA’s support for the current funding mechanism, saying, “The FAA Reauthorization bill passed by the House last Congress contained a provision explicitly continuing this time-tested system [using passenger transportation and aviation fuel taxes in combination with General Fund tax rev-

tell you that it’s available to both AOPA members and non-members. We’ve recently added a weekly poll that has thousands of people sharing their thoughts through a simple online survey. We also offer streaming video through AOPA Live, which produces new video segments throughout the year. We cover the leaders in aviation, air safety issues, new products, and even what government officials are saying about the issues affecting GA. We also try to open a window to some of the major aviation events so you can get a flavor for them, even if you can’t be at the big shows in person. In addition to all of these methods of communication, we share our thoughts in

HEARING

enues to support the FAA and the national aviation system]. AOPA strongly endorses this provision.” He noted that in the last two Congresses, AOPA and its members agreed to 25 percent and 65 percent increases on aviation gasoline and non-commercial jet fuel, respectively, in lieu of user fees to raise the necessary funds for FAA operations and development of the Next Generation Air Transportation System (NextGen). NextGen, Fuller said, must have clearly defined and widely available benefits as an incentive for both general aviation and the airlines to equip. He called on the members to direct the FAA to expand NextGen surveillance services beyond areas currently covered by radar. “The expansion of these services to new areas would increase safety and efficiency for operators at thousands of airports, providing a powerful incentive to adopt NextGen technology,” he said. “Existing plans to restrict surveillance to areas now covered by radar will make the potential benefits of NextGen inaccessible to pilots flying at thousands of the nation’s airports.” He also suggested that Congress cre-

Several amendments worthy of support from aviation enthusiasts have been offered to the Senate FAA reauthorization bill S. 223 including measures to protect volunteer pilots, authorization for through-the-fence agreements, and release of abandoned type certificate and STC data. EAA encourages members to contact their U.S. Senators to urge their support of these GA-friendly amendments.

Protecting Volunteer Pilots An amendment offered by Sen. James Inhofe (R-Okla.), a pilot with more than 10,000 flight hours and a member of the Senate General Aviation Caucus, would give liability protection for nonprofit, charitable volunteer pilot organizations that provide free transportation to people in need of specialized medical treatment.

FAA REAUTHORIZATION

ate financial incentives, which might include federal guarantees for low-interest equipage loans. “Financial incentives and programs must be available for both commercial and general aviation aircraft. Mixed equipage will delay the realization of benefits for all users, and equipping one segment over another will lead to exclusionary practices that threaten the viability of the entire air transportation segment.” In order to take full advantage of NextGen’s eventual capabilities, Fuller said, Congress and the FAA need to continue their commitment to maintain and improve the nation’s airport infrastructure. But he cautioned against using Airport Improvement Program (AIP) funds to pay for NextGen implementation projects. “With limited funds available through the AIP, it remains imperative that the focus of these funding mechanisms remains on maintaining a safe airport operating environment. AOPA has serious concerns with a Future of Aviation Advisory Committee recommendation to open AIP eligibility to allow for NextGen projects and upgrades.

GA-FRIENDLY AMENDMENTS OFFERED

blogs, Twitter postings, and editorials like this one. From time to time you’ll even find me posting in the AOPA Forum. We do all this to fulfill one of the missions our founders gave us and that is to educate and share our enthusiasm for the freedom to fly just as broadly as possible. We know that our communications are one of the big reasons many of you join AOPA–we know because you tell us. We want to be your trusted source of meaningful, relevant, and accurate information about our general aviation community and your association. And we want you have as much information as we can offer–but no more than you desire. So if you want us to do more, or less, just let us know.

With many existing airports awaiting basic and needed safety improvements, opening the AIP to fund NextGen projects could easily divert the focus and funds needed for those existing projects.” Finally, Fuller called on the subcommittee members to make sure the FAA takes a leadership role in the search for an unleaded aviation gasoline, and that the agency continues to get the funding it needs for that work. “Enough funding must be authorized for the FAA to accomplish what will likely be a multiyear effort, an effort whose outcome will have immediate and lasting effects on the GA industry,” he said. Fuller concluded by saying AOPA and the general aviation community believe strongly that a four-year FAA reauthorization—one that relies on the tried-and-true system of passenger and fuel taxes plus General Fund contributions for funding—is imperative to keep the national air transportation system operating safely and effectively. He urged Congress to move swiftly to approve a bill that supports federal investments in safety, efficiency, modernization, airport improvements, and aviation research.

SENATE FAA BILL

“Volunteer pilots … step in when commercial air service is not available for middle-of-the-night organ transplant patient flights, disaster response missions, evacuating special needs patients, and transport of blood or blood products in emergencies,” Inhofe said. Inhofe’s amendment aims to close the loophole in the law that subjects pilots and the charitable organizations for

which they fly to “frivolous, costly lawsuits,” Inhofe said. The amendment also provides liability protection for individual volunteer pilots over and above the liability insurance that they are currently required to carry, as well as liability protection for the referring agencies that inform their patients of charitable flight services. Continued on Page 10

March 2011

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Celebrating Twenty-Seven Years of In Flight USA

March 2011

GA-Friendly Amendments in the Senate bill, and is also planned to Continued from Page 8 “Although volunteer pilots are required to carry liability insurance, if they have an accident, the injured party can sue for any amount of money, and if that amount is higher than the liability limit on a pilot’s insurance, then the pilot is at risk of losing their personal investments, home, business, and other assets, potentially bringing them financial ruin.”

Through the Fence Authorization Ron Wyden (D-Ore.) offered this amendment to allow the creation of through-the-fence agreements at GA airports based on local airport sponsor authorization. Rep. Sam Graves (R-Mo.), chairman of the House GA Caucus, and Tom Petri (R-Wis.), chairman of the House Aviation Subcommittee, are working to include the same language in the House’s FAA Authorization bill.

Vintage Aircraft Data Availability The vintage aircraft data release legislation EAA has worked on is included

LETTER

TO THE

(i) the certificate containing the requested data has been inactive for three or more years; (ii) after using due diligence, the Administrator is unable to find the owner of record, or the owner of record’s heir, of the type certificate or supplemental certificate; and (iii) making such data available will enhance aviation safety. To ensure aircraft data remains available, the House version will add, “The administrator shall maintain engineering data in the possession of the administration relating to a type certificate or a supplemental type certificate that has been inactive for three or more years.”

EDITOR

Re: Your issue for February 2011. Your article about the Northrop F-89 Scorpion is very interesting. Employed by North American Aviation, at one time I was responsible for taking action on all the UR reports for the North American Aviation F-86D. I also received related accident reports. What’s the relationship between the two aircraft? At the time, F-86D pilots sat upon very hard seats. The reason was that the airplane was equipped with ejector seats. The F-89 had nice soft cushions. Some ‘D’ pilots tired quickly of having tired behinds and would raid available F-89s for their seat cushions. I received more than one accident report about Sabre pilots using the Scorpion cushion who found it necessary to eject. When that happened, the seat would begin moving before the pilot did, resulting in a monumental kick that frequently resulted in serious back injury. Despite their being the best and finest and having instructions to the contrary, intelligent young men risked a life of pain for a few hours of relative comfort. And that’s all I know about F-89s. George McClellan San Gabriel CA

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be included in the House version. This language would authorize the FAA administrator to make available upon request engineering data for aircraft, engine, propeller, or appliance, to a person seeking to maintain the airworthiness of an aircraft. Even if the owner of record does not consent, the Administrator can release the data when determining that:

March 2011

www.inflightusa.com

FERRYING By Steve Weaver couple of years ago I got a call from a gentleman in Brazil, inquiring about a Cessna 210 that I was advertising. Roberto Martins lived near Sao Paulo and was a farmer who worked a 120,000 -acre farm, raising cattle and soy beans, and he was also a pilot who needed an airplane to cover the vast distances of his country with it's scattered population centers. Over the next few weeks we had several conversations by phone about the 210, and finally a deal was struck for him to purchase the airplane and begin the process of getting the ship ready to export to Brazil. First time aircraft buyers are usually surprised at the simplicity of the paperwork involved in purchasing an airplane

BEECH BARON

in the U.S. A Bill of Sale signed by the previous owner along with an Application for Registration and five bucks, the whole thing sent to the FAA in Oklahoma City and the deal is done. It is quite another thing to export or import an aircraft. Each country has its own rules and standards and only experience in doing it makes it routine. Neither Roberto nor I had sent an airplane to Brazil and we both struggled with the certification. Mistakes were made and corrected and the whole ordeal took longer and cost more than it should have, but finally it was finished. Roberto's pilot came and collected the airplane and made the long flight to it's new home, and that, I thought, was that. The total unpredictability of life has always fascinated me, sometimes horrified me, but never bored me. This time it pleasantly surprised me when I recently received another call from Roberto. He said I had done such a good job for him on the 210 that he wanted me to find him a Baron. It didn't feel to me like I had done a good job on the 210, but I'd done my best and maybe that is what he was thinking about. I appreciated the second chance. I began looking for the Baron that would best fit his budget and his mission

BRAZIL: PART 1

and at the same time be the best value for the dollars spent. The quest took several months, but finally I located the airplane that both Roberto and I thought might be the one. It was a 2004 model with only 375 careful hours on it since it rolled out the factory doors and it was owned by a national equipment company that had

spared no expense to maintain it. It was based in Phoenix and Roberto and I agreed to meet there and examine it. In the meantime I arranged a prebuy inspection and the airplane got kudos from the shop that looked at it. It apparently really was the airplane the specifiContinued on Page 13 P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254

Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor ........................................................................................................Toni F. Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen ..................................................................................................................................Russ Albertson Staff Contributors ......................................................................S. Mark Rhodes, Roy A. Barnes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, ........................................................................................Alan Smith, Herb Foreman, Pete Trabuco Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Production Editors ..............................................................................Anne Dobbins, Toni Sieling Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Advertising Sales ....................................................Karyn Dawes (Southern CA) (760) 471-1144 Web Design ..................................................................................................................Josh Nadler In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.

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Celebrating Twenty-Seven Years of In Flight USA

Aviation Ancestry

March 2011

By Scott Schwartz

THE NORTHROP F-89 SCORPION, PART II By Scott Schwartz he decision to buy the F-89 was ultimately made after a USAF board recommended the acquisition of the aircraft during a meeting in September of 1948. Despite being fitted with more powerful engines, the XP-87 was still under-powered. Choosing the F-89 over the Curtiss F-87 marked the end of Curtiss-Wright as an aircraft manufacturer (today, the company builds aerospace components and pumping equipment). Nevertheless, the Air Force was not 100 percent confident in the XF89, and it wanted alternatives. Accordingly, specifications for another allweather fighter were issued at around the same time that the decision to buy the F89 was made. In response to these new requirements, North American altered its F-86A by installing an after-burning engine and more sophisticated radar equipment. The resulting aircraft was initially referred to as the XF-95, but was later designated as the F-86D. Lockheed’s answer was a modified version of

its two-seat TF-80C trainer, which eventually became the F-94. October of 1948 saw the F-89 ordered into actual production – with then Secretary of Defense James Forrestal giving his stamp of approval.

Forrestal also approved the construction of two Lockheed YF-94 prototypes and 150 production examples. The money to build the F-89 and the F-94 was released in January of 1949, by President Harry Truman. Forty-eight F-

(Scott Schwartz) 89s were to be built. During this same month, the Air Force approved the continuation of the XF-95 program, figuring that it would “supplement” the F-89 until the Convair F-102 entered service. Continued on Page 29

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March 2011

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Ferrying a Beech Baron to Brazil: Part 1 Continued from Page 11 cations and the pictures said it was. Roberto and I met at the company's hangar in Phoenix in October, a first meeting for us after many phone conversations, and he proved to be just as I'd imagined him; a courtly gentleman of my years, very much at home in the world. The hangar was the real surprise, as it turned out to be an aeronautical Taj Mahal and was worth the trip to see, even if the airplane had been a dud. Millions had been spent to make it a showplace and the Baron, far from a dud, sat gleaming on its polished floor, looking as nearly new as a five-year-old airplane can. The test flight proved the airplane to be every bit as good as it was represented to be and without any flaw that would demand haggling to be done. Very satisfied, we placed a deposit and made arrangements with the owners to pay for it and have me pick it up the following week. At the airport as we were saying goodbye, Roberto asked if I would deliver the airplane to him and be his guest at his farm in Brazil. Thinking quickly I said …OK. And a few weeks later, after applying and waiting for a Visa, I find myself southbound. The following is the story of that flight.

increase, than I was given a turn to the west and even more into the wind. This in order to avoid an active military area, and my speed fell 20 knots from my speed at the higher altitude. Rats. Passing the Florida line the afternoon thunderstorms made their appearance and I was kept busy with the radar and with wending my way between the cells. Ft. Lauderdale was in the clear however, and I made the visual approach and landed. The view off the wing.

Thursday, December 11 Morning dawns gray and windy. A strong front has pushed through West Virginia overnight, bringing ferocious winds that still roar in the bare trees on the hill above the farmhouse. Russell brings me to the airport in his pickup and I ready the Baron and load my baggage. The weather briefer gave me little hope for a fast first leg of this trip and my destination of Fort Lauderdale lies some five and a half hours away, a distance that I could make in three and a half if the winds were behind instead of in front of me. The Baron’s engines start easily despite the brisk temperatures and the

(Steve Weaver) long taxi to the runway’s departure end warms and readies them for the run up. I go through the departure checklist as the wind tries to whip the control yoke from my hands, then I’m ready, and I line up on the runway and advance the throttles. I accelerate and lift off quickly into a troubled sky and I’m quickly immersed in the murk. The trip has begun. Direct from Philippi to Ft. Lauderdale takes you quite far out to sea and as my flight left land behind in the Charleston, South Carolina area, I decided to ask for lower than my 8,000 in an effort to reduce the relentless headwind. I asked for and received 6.000 and no sooner was I there and my ground speed had started to

Friday, December 12 The island of Nassau is piled with a meringue of brilliant and blossoming clouds, the kind you know are filled with rain and turbulence and other nasty things that pilots try to avoid, and the controllers incessant chatter with the area’s aircraft confirmed that they have a thunderstorm in progress. My flight path takes me directly over the island, and my radar shows a growing protoplasm of flashing red and yellow where my flight would go. I request a deviation for weather from center and am granted a ‘deviate as necessary’ from the harried controller. Now past the weather I watch from my perch at 11,000 feet, the islands of Continued on Page 14

Celebrating Twenty-Seven Years of In Flight USA

Light Sport Flying By Ed Downs LSA’S AND INSURANCE

ow, you really are a devoted aviation buff! The title of this column included the word “Insurance” and you are still reading! To be sure, most readers will have had some reason to deal with insurance of some kind, sometimes leading to lawyers, lawsuits and other unpleasantries that are anything but “entertaining reading.” As an aviation professional that is now working his second half century stint in the business, this writer has certainly seen the good, the bad and the ugly of insurance. That is why I called long time friend and advertiser, Lee Duncan (Aircraft Insurance Agency of Waxahachie, TX) the other day to play “insurance catch-up.” As an LSA certification consultant dating to the beginning of Sport Pilot and S-LSA aircraft in 2004, I was initially disappointed to discover that insurance underwriters were viewing the Sport Pilot movement with a high degree of skepticism. Insuring a pilot without a medical certificate was problematic and there was considerable confusion as to just what an S-LSA was. Fortunately, Lee was able to bring me up to speed, and the news is good. “First,” explained Lee, “a lot of folks who have been out of flying for a period of time remember the nearly catastrophic increase in rates we saw in the late 1980s and early 1990s. They have come down a lot since then, and are often less than auto insurance rates when you consider the cost per $1,000 of insurance cover-

age.” “Second,” continued Lee, “the industry has come to understand what Sport Pilot is all about, and there is no problem getting both personal and aircraft hull coverage for the safe pilot and a recognized S-LSA airplane.” Those encouraging words kept my conversation with Lee going for the next hour, so let me simply share some interesting observations in a list format. Now, just like insurance policies, I must toss in a disclaimer. This writer, while having personally owned and insured 14 airplanes (over a period of 50 years, including three warbirds), is not an insurance expert. The following thoughts are gleaned from interviews, personal experience and research, but are not intended to replace a detailed conversation with your own insurance expert. 1. Back in the 1970s, there were more than 40 companies writing aviation insurance, with strong competition keeping prices competitive. By the late 1990s, that number had dropped to only six or seven companies. Today, we see almost double that low number, and competition is returning to the market. 2. The price and availability of aviation insurance is not related to only a ratio of premiums taken in versus losses incurred. Insurance companies do not take your premium and simply set it aside, hoping you will not bend anything. The multi-billion (trillion?) dollar insurance industry invests those premiums in a variety of financial vehicles to make money off of your good flying habits. Some com-

panies invest better than others. A sudden increase in your rates could be nothing more than the results of a down trend in the stock market. Try another company that may have been smarter in selecting their investment portfolio. 3. As a Californian, you call your friends in Kansas and talk about buying an S-LSA. Your friend tells you what he is paying for insurance and, having just purchased the same plane, you expect to get a similar price on your plane. Surprise, Surprise, Surprise! Your insurance rate is significantly higher. What gives? Location can make a huge difference in the price of insurance. Many states, counties, cities and airports load on their own insurance requirements that can drive up prices. In some cases, driving an extra 10 minutes to another airport can save you hundreds of dollars. 4. Flying with no medical certificate, flying a tail dragger or unknown SLSA may increase your rates by 10 to 15 percent. But that may add up to only $100 to $150 per year. Not a deal breaker. 5. Most insurance companies now require a minimum “time in type.” Don’t fight it. Take some dual and do what the insurance companies hope you will do, which is to improve your skills. Regular recurrent training, participation in the FAA WINGS program and/or factory specific training can pay for itself in premium discounts. Pick an insurance provider that offers such benefits. 6. Shop carefully. As previously

March 2011

mentioned, competition is on the increase. Both insurance premium rates and the quality of coverage can change a great deal in the time frame of only a year. Pay attention to the details of just what is covered by your aviation policy. In many cases, aviation insurance offers a better value than auto insurance. For example, auto policies typically insure your car for market value (the insurance company sets loss value), versus airframe insurance, wherein your airplane is insured for a predetermined stated value, which is pretty much your call. Sure, there is a lot to consider, much more than just price. This is where a trusted agent comes in. To be sure, one can shop on the Web or by “800” number, but a well qualified, experienced agent is your best bet. Be sure to ask your agent questions about special issues that might affect flying as a Sport Pilot or in an SLSA. Be comfortable that your agent can “speak” sport pilot with knowledge and authority. If not, go shopping. The quality of service this writer has received from the insurance industry, over the years, has always been directly related to the quality of my agent. Sport Pilot and LSA insurance is now the norm and getting better. Isn’t it nice to get some good insurance news for a change!

My thanks to Lee Duncan and her staff at Aircraft Insurance Agency.

Ferrying a Beech Baron to Brazil: Part 1 Continued from Page 13 North Eleuthera, then Eleuthera slide by my left wing. Next Cat Island appears and the water surrounding it starts to take on the travel poster hue of aqua that one associates with the Bahamas. Now the ride is smooth at eleven, with small, scattered cumulus clouds far below and blue sky above and ahead. I’ve always found flying at altitude to be dehydrating, especially in the southern climes and I’m well prepared today. I have a gallon jug of water for intake and a pilot’s relief tube for outgo and life, at this moment, is good. Resting on the floor is the yellow inflatable vest that I’ll slip on if things go very wrong, and in the back is a similarly colored four-man raft. Passing the tiny islet of Rum Cay my ground speed is holding at 180 knots, indicating that the wind is directly on my right wing, neither helping nor hindering my progress. I have the Baron set for long

range cruise, using just 24 gallons of fuel per hour as opposed to the 32 I’d be using at normal cruise, and at this setting my endurance is almost seven and a half hours. My expected time to San Juan is just over five hours, giving the comfortable reserve that I like. This Baron is well set up. The gages showing the engines’ vital signs are mirror images of each other and the throttle, propeller, and mixture levers line up exactly. It’s a pleasure to fly this almost new airplane and it takes me back to the five years that I flew for Cessna Aircraft. Twins were my responsibility and I flew them all, and they were all new. None had more than 50 hours and most were test-flight-time-only airplanes, which means I got them with five hours or so on the clock. I much prefer an airplane with a few hundred hours of time, one that has been sorted out and tweaked by a knowing mechanic, as this Baron has been. As it is with humans and

animals, the birth process is traumatic for airplanes too, and they are not at their best immediately afterward. At almost four hours into the flight I pass the island of Grand Turk, where I stopped for fuel in 1996, enroute to Puerto Rico with Bodacious to do a month of airshows for a political party. At about this point my ground speed drops almost 20 knots as I fly into the influence of the Trade Winds and my estimated time enroute grows to 5:50, but I still should land with a very good reserve. Now at 5:15 hours into the flight I am 90 miles out from the airport of Isla Grande, where I based in 1996 and which is my destination today. The airport lies in a bay only a stone’s throw from where the cruise ships dock. I’ve passed between several building cumulus clouds that pulsed red on the radar, but other than minor deviations I haven’t been bothered by the weather. I’m

close enough now to pick up the ATIS and it gives the weather: Winds 090 at 17, Visibility 10 miles, light rain, ceiling 3,000 scattered, 5,000 scattered. I’ll take it! I’m 10 miles out now and I can see where the bay comes curving around to form the beautiful harbor with the white splash of downtown San Juan in back of it. The airplane sinks as I curve around to line up with runway 9 and I go through the pre-landing checklist, then double check gear down. Finally, the Baron’s tires touch wet tarmac, and I am back in Puerto Rico once more. Memories of an earlier time come rolling back and things seem comfortable and familiar. I fuel the Baron and arrange for it’s overnight lodging in the Millionaire Hangar, then I have a cup of coffee and wait for my friend Maria, who will pick me up. Look for Part 2 in the April Issue of In Flight USA.

March 2011

www.inflightusa.com

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Starters

Castleberry Electric Horizon

FAA Approved back-up b k Altitude Altit d indicator i di t replaces l turn t & banks b k under d AC91-75. AC91 Features inclinometer and failing warning flag. Factory new. 15 month warranty. Simple installation. 14V ................................................ P/N 10-02823..........................$2,235.00 28V ................................................. P/N 10-02824......................... No Match 14V w/ 8° tilt ................................... P/N 10-02828..........................$2,195.00 28V w/ 8° tilt ................................... P/N 10-02829..........................$2,235.00

Electronics International UBG-16 Ultimate Bar Graph Engine Analyzer is a sophisticated instrument with unique features designed to provide pilots with a unique tool for detecting engine problems in their earliest stages and assisting you in operation your engine safely and economically UBG-16(Instrument Only)... P/N 10-25335 ..$1,195.00 UBG-16 w/8 Probes ........ P/N 10-00593 ..$1,638.00 UBG-16 w/12 Probes ...... P/N 10-00594 ..$2,098.00

Plane-Power Alternators These are the products of years of research, development and intensive testing. Each component has been engineered, developed, tested and re-tested exclusively for use in general aviation aircraft. PMA Certified New Replacement Alternators AL12-F60 .................. P/N 07-00998 ...........$482.00 AL12-C60 ................. P/N 07-00997 ...........$489.00 Experimental Aircraft Alternators AL12-EI60/b ......... P/N 07-01003 ...........$359.00 AL12-EI70/b ......... P/N 07-01004 ...........$429.95 Visit our website for complete line of Plane Power Alternators

GPSMAP 696 & 695

Exceptional torque to start virtually any general aviation piston engine in nearly any environment. Replaces the bulky windings of a conventional starter motor with lightweight permanent magnets. More efficient starter operation & improved performance. 12V ....................................... P/N 07-01270 .............................$559.00 25V ....................................... P/N 07-01272 .............................$605.00

Fuel Scan 450 JPI Instruments provides continuous display of fuel burned in gal/hour (liter and lbs. available on special order). Fuel Scan 450 also provides total fuel used, fuel remaining, endurance in hours and minutes, fuel required to next waypoint, fuel reserve at next waypoint, and nautical miles/gal. P/N 10-00135 ............ $658.75

Batteries

We Take Trades!

AERA

Sierra ANR Headset ..................... P/N 11-08588 ............. $650.00

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

Windshields

Replacement glass for over 350 different aircraft models from the oldest to the latest production both domestic and foreign. Each can be confirmed with serial and model number, year of manufacture, thickness of material and cross-referenced with OEM part number. Manufactured of high optic quality acrylics. Available in clear, green and solar gray tints. FAA Approved! Best Quality! Best Prices! Check our website for full selection!

Alcor Instruments

Alcor Multi-Probe Analyzers provide the peace of mind pilots want whether they are flying over mountains, oceans or just around home. 2-1/4” EGT................................P/N 46150 ...$146.50 2-1/4” CHT................................P/N 46151 ...$146.50 CHT Probe (Bayonet) ...............P/N 86251 .....$69.85 EGT Probe (Type K-Clamp) .....P/N 86255 .....$62.50

G-25...................................... $129.95 G-35...................................... $152.95 G-242.................................... $298.95 G-243.................................... $312.95 G-246.................................... $332.95 G-247.................................... $357.95 G-25S ................................... $159.95 G35S .................................... $188.95 G243S .................................. $368.95 G6381E ............................. $1,163.00 G6381ES .....................................$1,652.00

Free UPS Ground* Shipping in 48 States No UPS Hazardous Charge ~ Pay Price of Battery - That’s It! FULL MFG. WARRANTY - SHIPPED SAME DAY ORDERED All batteries listed are with acid unless otherwise noted. Call for pricing for batteries without acid. *Batteries up to 50 lbs. **This battery weighs 112 lbs.-does not ship free.

Oil - Additives

Aeroshell - 15W-50 Multigrade Case ............... P/N 08-05451 ................$73.75 Aeroshell -Mineral Oil Case ............................. P/N 08-05410 ................$58.50 Aeroshell -W100 SAE 50 Case ........................ P/N 08-05401 ................$59.75 Phillips - Oil SAE 20W-50 Case ....................... P/N 08-05301 ................$55.95 Phillips - Mineral Oil 20W-50 Case .................. P/N 08-05311 ................$57.75 Exxon - Elite 20W-50 Case............................... P/N 08-00432 ................$71.25 Exxon -Break In Oil 20W-50 Case .................... P/N 08-01293 ................$58.50 Additives Camguard Oil Additive 1 Pint............................. P/N 08-07096 ................$24.95 TCP Fuel Additive Qt. ........................................ P/N 05-21300 ................$34.85 Lycoming Oil Additive 6 oz. ............................... P/N 08-05600 ................$29.95 Microlon CL-100 Aircraft Kit ............................... P/N 09-35805 .............. $119.95

SLICK IGNITION KITS S

08-01468 ..................K4516 Slick Kit .............$2,325.00 25 5.00 08-02572 ..................K6320 Slick Kit .............$2,638.00 38 8.00 08-01487 ..................K4517 Slick Kit .............$2,398.00 98 8.00 0 08-01578 ..................K4527 Slick Kit .............$2,246.00 46 6.00 0 08-02666 ..................K6327 Slick Kit .............$2,638.00 38 8.00 0 08-02616 ..................K6322 Slick Kit .............$2,643.00 43 3.00 08-02575 ..................K6320 Slick Kit .............$2,638.00 38.0 8.00 08-02681 ..................K6328 Slick Kit .............$2,638.00 38.0 00 Massive URHB32E .... P/N 08-00245 ..... $21.50 UREB37E .... P/N 08-00246 ..... $21.50 Fine Wire URHB37E .... P/N 08-00247 ..... $21.50 UREB36S .. P/N 08-01233 .. $49.95 UREM37BY . P/N 08-00248 ..... $21.50 UREM38S.. P/N 08-01234 .. $49.95 UREM38E.... P/N 08-00046 ..... $21.50 URHM38E ... P/N 08-00047 ..... $21.50 URHB36S .. P/N 08-01230 .. $49.95 UREM40E.... P/N 08-00048 ..... $21.50 URHM38S . P/N 08-01232 .. $53.25 URHM40E ... P/N 08-00049 ..... $21.50

Aircraft Tires 5.00-5 6 Ply ......... P/N 6.00-6 4Ply .......... P/N 6.00-6 6 Ply ......... P/N 6.50-8 6 Ply ......... P/N 6.50-10 8 Ply ....... P/N 7.00-6 6 Ply ......... P/N 7.00-6 8 Ply ......... P/N

KANNAD 406 AF-COMPACT

The Kannad 406 AF-compact is the lightest. Smallest, and least expensive on the market. Longer transmission duration, six year battery, no aircraft power required, Internal alarm buzzer, Nav interface compatible. Complete Kit comes with remote switch, install manual, mount hardware and all connectors. Rod or whip antenna sold separately. Compact ELT Kit ... P/N 11-05786 ... $785.00 Compact ELT Kit Int. .. P/N 11-06314 .. $835.00

Intercoms & Audio Panels

PM1000-II(4Ch. Panel Mount).............P/N11-11922 ................$309.95 PMA 8000B Audio Panel.....................P/N 11-04354 ............$1,595.00 PMA 8000B MP3 Audio Panel ............P/N 11-06612 ............$1,795.00 PMA 6000 Audio Panel / Int. ...............P/N 11-11937 ...............$939.00 PMA 6000M Aud. Panel/Mrkr Beacon P/N 11-01083 ............$1,149.00

TCP FUEL TREATMENT

TCP Fuel Additive - Eliminates lead db before f it can cause ffouling. li A simple i l one-shot h t ttreatment t with every ﬁll-up prevents lead build-up on spark plugs and valves. Quart.............. P/N 05-21300 ................. $34.85 Gallon ................ P/N 05-21400 ............ $129.50 Dispenser - Required for Quart and Gallon. ............................................... P/N 05-21500 ................ $9.75 **Free Dispenser with the purchase of a quart. While supplies last. **

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Starters

Sky-Tec High-Torque HT Model Starters are designed for rugged, demanding applications. HT Starters weigh only 8.4 lbs., spin twice as fast as heavier OEM starters. Unique cantilevered heavy-duty drive allows for “zero” nose clearance applications. High-Torque HT Model 122-12HT P/N 07-06250 .............$422.00 Flyweight Starter Model 122-12PM P/N 07-06252 .............$362.00 NL Starter Model 122-NL P/N 07-00761 .............$429.00 NL Starter Model 149-NL P/N 07-00762 .............$418.00 NL Starter Model 149-NLR P/N 07-00763 .............$418.00

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Celebrating Twenty-Seven Years of In Flight USA

THE SECRET LIVES

GLIDERS

By Quest Richlife

the difference between gliding and soaring? How do you get a glider or sailplane up into the air? What keeps the aircraft up in the air once you get it there? Are these aircraft the same as hang-gliders? What do you do if you can’t get back to the airport? What’s the purpose of all this, anyway?

Manager Hollister Soaring Center LLC In this three-part series we will explore the exciting, intriguing, and wonderful world of gliders and sailplanes. We’ll also illuminate the challenging art and science of soaring, and look at what’s ahead for the future of this amazing sport.

Part One: What is Gliding and Soaring? Gliders, or as these aircraft are more formally referred to, sailplanes, seem to inhabit a hidden or secret world which is not understood, visited, or explored by the vast majority of aviation enthusiasts, and certainly not by most of the general public. In contrast to powered aircraft that are ubiquitous on every small airport across the entire USA – and for that matter the world – gliders are rare, quiet, and stealthy birds of the sky. Gliderports are quite rare, and are usually located a fair distance away from major metropolitan areas. Glider-based aviating (i.e. soaring) favors uncongested

March 2011

(Hollister Soaring Center) airspace and, for the most part, tries to avoid the flow of commercial jet traffic. In fact, many gliders operate off of grass or dirt airstrips in rural areas, which make their activities even more hidden and mysterious to other pilots or casual aviation enthusiasts. Because many people have misconceptions regarding exactly how a glider stays in the air; or have no idea what techniques a glider pilot uses while in the air; or are even more perplexed by the entire sport of soaring, this

series has been written to help answer these and other similar questions. Whether you’re an airplane pilot, or have never flown before, these three articles will give you a glimpse into…The Secret Lives of Gliders. A few questions that we in the soaring community hear from non-pilots, and even from airplane pilots who aren’t familiar with our non-powered niche of aviation are: What is the difference between a glider and a sailplane? What is

What’s the difference between a glider and a sailplane? Actually, there really isn’t a difference because the same aircraft can be referred to with both terms. For instance, the Schweizer Aircraft Company designates many of their models as SGS, which stands for Schweizer Glider Sailplane. But the common, informal name used to refer to an aircraft designed to fly without an engine is a glider. This is the most familiar term used both inside and outside of non-powered aviation circles. However, when a glider is being flown in such a way as to be gaining altitude in the air, then it’s performing as a sailplane. Continued on Page 17

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The Secret Lives of Gliders Continued from Page 16 What’s the difference between gliding and soaring? When a glider (or sailplane) is simply floating back to the ground without gaining any altitude, then it’s gliding. This is also known within the industry as a “Sled Ride,” for obvious reasons. But if the pilot is able to fly the glider in a way which allows him or her to gain altitude, then this activity is known as soaring. Another way to explain how soaring works is by sharing possibly the most entertaining question we hear: “What happens if the wind stops?” This question is generated in some people’s minds because they’re unfamiliar with the Earth’s atmosphere and don’t understand that glider pilots, like nature’s own soaring birds, mostly seek out vertical air movements rather than familiar horizontal winds. This question is heard so commonly in the soaring community that many glider pilots have it emblazoned on a T-shirt. Immediately following the question on the shirt is printed our favorite, tongue-in-cheek, deadpan reply: “We die.” Whenever this question is asked by a would-be glider passenger, and answered verbally, the glider pilot will then pause so we can see the look on the face of the questioner. After the look of shock has been registered, we’ll follow up with a quick smile and a friendly explanation. The true answer, of course, is that horizontal wind is not needed for a glider to stay aloft. A glider is not a kite, it is not anchored to the ground. However, a glider pilot is always seeking air currents moving vertically within the atmosphere, and this is most commonly referred to as lift. (Some people outside of our sport may also use the term updrafts). Lift can be a single, small area of rising air, or a larger area spread out over many acres or several square miles. And the nemesis of the glider pilot is known as sink, which is any area where the air currents are moving downward instead of upward. (The common term is downdraft.) And whenever lift is present, sink is not far away. Glider pilots want to go up in lift (we want to soar), which feels like going up in an elevator. The feeling of being in lift is hard to describe as it is like an exciting adrenaline rush, or like the result of a quintuple-espresso coffee drink! But glider pilots will always avoid sink like the plague. Sink is a ruthless demon pulling the glider and pilot down out of the sky, slowly but unrelentingly toward the ground. Staying out of sink, and finding the greatest lift possible, is the soaring pilot’s constant challenge.

powered by an engine, but are still able to soar in lift just like a sailplane can. If an engine is added to a hang-glider, these are then referred to by the FAA as a “Weight Shift Control Aircraft,” and as with a sailplane, the pilot is required to have a license.

(Hollister Soaring Cnter) How do you get a glider or sailplane up into the air? Gliders are currently launched using one of four different methods. One that isn’t used anymore was essentially to launch a glider off of wooden rails with the equivalent of a big rubber band. Nowadays, the most common way to launch a glider is to use a regular airplane that has been modified slightly to tow the glider up to a predetermined altitude. This is called an aero-tow. In some places (mostly in Europe) gliders can be launched by being pulled by a cable that is attached to a powerful winch. When the glider reaches a certain speed, the pilot points the nose of the glider slightly up, and then the glider springs up into the air like a kite. At the highest point the cable is released and the pilot searches for lift, or glides back to the ground. Sometimes an automobile being driven at a high speed will tow the glider in a similar manner. Some gliders even come with their own small engines, and these are called motor gliders, or selflaunched gliders. The pilot uses the engine just to get himself to the lift, and then shuts the engine down so he can engage in the challenge and fun of soaring. Some new self-launched gliders have electric motors turning a propeller, or even a small jet engine. (Both of these engines are retracted when not in use.) There are even one-man gliders being modified with rocket engines for a hightech racing league! (Remember that the Space Shuttle is the world’s largest glider, and gets up to orbit on huge rocket motors. But it has no power of its own when this huge winged vehicle descends out of space, gliding back to a landing on a long runway!) What keeps the glider or sailplane up in the air once you get it there? The main goal and challenge for the soaring pilot is to find and use the power of Mother Nature to stay aloft for as long

as possible and to go as far as possible. (And to have a lot of fun in the process!) This is not an easy task, as the pilot must try to find and utilize one or more of the four types of lift from minute to minute during the entire flight. As mentioned earlier, one type of lift is based on finding and staying in thermals, essentially bubbles of warm air rising off of the ground. (Visualize huge versions of the bubbles rising up from the bottom of a pan of water before it comes to a boil). Thermals are often working underneath puffy, white, cumulus clouds, or rows of these clouds. A second type is called convergence, which occurs over larger areas where two air masses push into each other, sending air rising up between them from these battling forces. Both thermals and convergence are usable by gliders between about 1,000 feet and 12,000 feet above the ground. A third type is called ridgelift, and is a narrow band of upward moving air that happens very close to the ground where strong wind blows up a hill or over a mountain ridge. This is usable within only 50 to 300 feet above the ridge top. The fourth type of lift is called mountain wave, which sometimes forms high above the ground when strong winds blow over a mountain range. Think of a fast moving stream with waves undulating downstream from some boulders, and this is what happens in mountain waves. Mountain wave soaring is done between about 5,000 feet and as high as 50,000 feet above sea level. It is the “king” of lift! Are these aircraft the same as hanggliders? Aircraft that are designed for the pilot to be enclosed in an internal cockpit, and are maneuvered with moveable control surfaces are defined as gliders. They are not hang-gliders. A hang-glider is an aircraft in which the pilot actually hangs down under a thin, flexible wing in a harness of some kind. Most of them are not

What’s the purpose of all this, anyway? Of all the things that glider flying and soaring is for, the one purpose it’s not for is transportation from one place to another. It is not a form of transportation, but rather a challenging sport or a relaxing form of recreation, depending on the personality of the individual engaged in it. To some, it’s an awe-inspiring way to be like a hawk or an eagle and mingle with Mother Nature in her own environment and bound by her own rules. To others, such as airplane pilots, it’s a way to go back to the basics of flight; a way to hone the most basic of stick and rudder or seat-of-the-pants skills that may not have been emphasized during their initial pilot training, or may have become rusty over time. For others, learning to fly gliders and soar is just part of an all-around effort for them to be the best pilot they can possibly be. (Just ask Chesley “Sully” Sullenberger about his past glider flying skills and how he used them during his most demanding aircraft landing on the Hudson!) For a more in-depth look at the complexity and variety of this sport, be sure to read part two of this series next month here in In Flight USA titled, “There’s Something For Everyone in Gliders & Soaring.” And as for the answer to the final question posed in part one of this series: What do you do if you can’t get back to the airport? You will find the answer to this, and many more interesting questions, in part three of this series coming in the May issue of In Flight USA titled, “Cross-Country Soaring, Glider Racing, and The Exotic Realms of Unpowered Flight.” Fly Safe, stay in the lift, and happy soaring!!

Quest Richlife is the Manager of Hollister Soaring Center LLC, also dba Bay Area Glider Rides, both of which are based at the Hollister Municipal airport, Hollister, CA. For more information, visit www.soarhollister.com or www.bayarea gliderrides.com or call 831/632-6235.

Celebrating Twenty-Seven Years of In Flight USA

A SAILPLANE LETS YOU LIVE By Alan Smith elieve it or not, the history of the glider is older than that of the airplane. The glider is how man started his voyages through the atmosphere more than 100 years ago. While the glider did lead to the powered airplane, it has stayed with us over the years to become a highly refined sports aircraft that provides thrilling and challenging flight to pilots around the world. The whole thing started around 1485 when Leonardo Da Vinci came up with a complete design for an ornithopter. That device never got built for several reasons, primarily the fact that a human lacked the strength to flap large wings, but the idea of flight as a glider was born. In 1804, an Englishman, George Cayley built a monoplane glider that sort of flew, but mostly provided a controlled descent down a slope to the ground that was survivable. Then, in 1895, a German, Otto Lilienthal, came up with both biplane and monoplane gliders that really floated through the air and could turn and could land fairly gently. The pilot’s legs were the landing gear. Unfortunately some kind of structural failure caused a crash that took Lilienthal’s life in 1896. Engines that could be adapted to airframes began to appear and, as we all know, that led to the Wright brothers and the first successful powered flight in December 1903. The airplane was born and while aviation became preoccupied with powered flight, the idea of the glider stayed with designers. Following World War I, the Versailles Treaty forbade Germany to have a military air force. Gliders played a large part in training young Germans how to fly, and military training also took place at secret bases, one of which was established in the Soviet Union. The gliders, which were becoming sailplanes, were flown in Bavaria and in the Italian Alps. Hitler ordered Goering in 1935 to literally fly in the face of the Versailles Treaty and establish the Luftwaffe. By the outbreak of World War II, the new Luftwaffe had 65,000 pilots, most of which had begun their training in gliders in the mountains of Europe. The early primary gliders were without cockpits or instrument panels and had a single seat just ahead of the wing. Flown by feel, they were launched by bungee cord, or by auto and winch towing to send them airborne down a sloping hill. In the United States, the three Schweizer brothers, Paul, Bill and Ernest began building gliders in 1930. The idea of soaring in gliders had taken hold and

would lead to the concept of the sailplane. Their first sale was to a glider club at Harvard University. The first U.S. soaring pilot was Eliot Noyes, a member of the Harvard club. The idea of soaring grew out of the discovery of sources of lift in the atmosphere. Air flows upward on the downwind slopes of hills bordering valleys and a glider skimming along the face of these slopes could be lifted upward almost to the summit of the ridge. Glider pilots learned to pace back and forth along the hillsides, turning into the wind to begin another run along the slope. Another source of lift on warm, sunny days was the thermal. Air heated by the ground would form bubbles that would rise like the bubbles do from a soap bubble pipe. A glider would be lifted by the warmer air and if the pilot could maintain a circle around the bubble with a wing in contact with it, the glider would steadily climb until the thermal dissipated in the cooler air at higher altitude. The outside of the bubble would start cooling first while the warmer inside would continue lifting at a higher rate than the outer part. The pilot would need to use plenty of correcting aileron and rudder to keep his wing in the faster rising air of the thermal’s interior; otherwise the glider would be “kicked” out of the bubble. A more spectacular source of lift is called the mountain standing wave. This is usually created on the downwind side of a mountain range that faces relatively open country. Air flowing over the summit of the range is cooled and flows rapidly down the downwind face of the mountains, then reheats and “bounces” off the level land to rebound even higher forming lens shaped “lenticular” clouds of ice crystals at very high altitudes. You can see something like this in a fast moving stream where the water flows over a good sized submerged rock. You will see one or more standing ridges of water just downstream of the rock. On August 29, 2006 Steve Fosset and copilot Einar Enevoldson flew a two-seat sailplane to a record altitude of 50,720 feet by staying in a standing wave. The flight took four hours and was accomplished near Al Calafate Argentina. Needless to say, they wore heated pressurized suits and had ample oxygen aboard. In the United States, the Schweizer brothers continued to lead the glider and sailplane market. In 1939, they relocated to Elmira, New York and in the following year, with their SGS 2-8 set a distance record for two seat sailplanes of 219 miles. After the U.S. became involved in World War II, Schweizer produced the

IN THE

SKY

March 2011

SILENT GRACE

Les Schweizer and his Schweizer 1-26 sailplane.

DG Flugzeugbau GmbH DG-1000. TG-2 training glider in 1942 for the military and upgraded to the TG-3 the following year. Much of the TG-3 was built from wood to avoid use of strategic aircraft aluminum. During the war, the Schweizers also did a good deal of subcontract work for the manufacturers of military aircraft and helicopters. Following the war, they built two SGA 1-21 sailplanes designed for competition. One of them, flown by Dick Comey, won a national championship at Wichita Falls, Texas and set a new distance record of 303 miles. My own experience with sailplanes began in the late 50s with a ride in a Schweizer TG-3, followed by some instruction in it. Then I began a complete checkout in a Schweizer 2-22 and bought a share in it. We operated at the western edge of Palwaukee airport on the northwest side of Chicago. Our tow plane was a 1929 Fleet biplane with a Wright J-5 engine. In 1961, I moved to California and began flying sailplanes at Les Arnold’s little gravel strip near Fremont in the south Bay Area. I put in more time in a 2-22 and checked out for the single seat 1-26 sailplane. Here, the tow plane was a Piper PA-18 Super Cub. Takeoff in a sailplane involves a trick or two. You start with someone

(1-26 Association Photo)

(DG Flugzeugbau GmbH ) holding the wings level at a wingtip and you signal the tow plane to go by flapping the rudder back and forth. Your wing leveler runs with you up to about 10 mph when your ailerons will take over. The glider, being light, and flyable at low airspeeds, lifts off first and you need to drop the nose a little to accelerate a bit and put a little slack in the 300 foot towline so the Cub can take off. From then on it’s forced “follow the leader.” You try to keep the tow plane’s rudder centered in his top window and keep the towline taut. You can request a turn by moving his rudder to one side or the other of his top window. In those days we had no radios in the gliders. When you reach your desired starting altitude, you pull a knob on the left side of the cockpit and the hook on the glider snaps open to release the line. The tow plane feels the load reduction and banks away to head beck to the airstrip. You are now alone with no sound but the rush of air around the cockpit and the click of control linkages. You were towed at a relatively high airspeed so you listen to the whistle of the slipstream subside to a hiss. You are at about 2,500 feet and now the task is to get higher. Depending on the sailplane, your descent ratio could be as much as 40:1. Continued on Page 19

March 2011

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A Sailplane Lets You Live in the Sky in Silent Grace

Continued from Page 18 That is, you move 40 feet through the sky for every foot you descend. You have enough time to search for lift, but none to waste. At Fremont I would usually head east toward Mission Peak to work the ridge lift caused by the prevailing west wind from the nearby bay. Approaching the face of the ridge, I watch out for other gliders working the same source and fall in behind any one I see. For safety’s sake, everyone works the same pattern along the ridge to avoid any head-on situations. Often there were three of us there. I could get to 4,500-5,000 feet that way and either wander off in search of thermals or just cruise back to within reach of the airstrip and horse around a bit. To increase speed and then pull up into a big, lazy wingover is a kick. The combination of the quiet and very responsive controls was very relaxing and fun. I could slow down to 40 mph and cruise or put the nose down and get up to 50-60 mph and cover distance. Landing is easy if you remember that every landing in a sailplane is a forced landing. If you mess up your approach, you cannot add power to go around and set up right. Fortunately, speeds are slow enough to let you take care in alignment and you can hang on to some altitude as “money in the bank” and then settle quickly without gaining speed by using the small spoilers mounted in the wings. In the 1-26, there is a small lever on the left side of the cockpit for this. Partway back is spoilers, and all the way back is the brake on the single landing wheel. Soaring is a tremendous sport and popular both in the U.S. and throughout

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the world where topography and weather are friendly to sailplanes. Right now, most of the best super high performance sailplanes are built in Germany but there are a few built elsewhere in Europe and some original designs here in the U.S. I have both seen and heard about some amazing things done by pilots with the skill and atmospheric knowledge of a good glider pilot. Once, near Reno, Nev.,

a good sailplane pilot was checking out in a Cessna 150. His instructor cut the power near Carson City and told his student to make a simulated forced landing at Carson City airport. Instead, the soaring pilot turned toward the eastern face of the Sierra and maintained altitude with the ridge lift there. He actually gained a bit of altitude skimming along the face of the mountains. Working this lift he made

it across Reno, using Mt. Rose and Peavine mountain, and made his simulated forced landing at Stead Airfield, his home base. Later that year, during a soaring meet at Stead Airfield, one pilot actually made it all the way to Bishop, Calif. using standing waves. Needless to say, he won the distance trophy.

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This B-17 carried up to nine passengers on each flight.

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By Hayman Tam esembling a migration of aluminum birds, the Collings Foundation brings the best of their WWII aircraft out West to Moffett Federal Airfield every spring as one of the regular stops of their annual Wings of Freedom tour. The tour will take them through most of the United States this year, allowing many Americans the chance to see, touch, and hear these glorious survivors of a bygone era. Those willing to part with some of their hard earned cash can even experience the wonder of flying aboard these planes. The lineup for last year’s tour when it came to Moffett Field in California was their Boeing B-17G Flying Fortress, Consolidated B-24J Liberator, and North American TP-51C Mustang. For a small fee, the planes are open for walk through tours by the public (okay, so you don’t walk through a P-51). WWII Veterans get the ground tours at no charge. NASA, one of the airfield tenants and current base operator, had a sleek Northrop T-38 Talons parked nearby. The Collings Foundation’s planes took to the air in the mornings and late afternoons for their 30-minute passenger flight experiences. Rides start at $425 for the B-17 & B-24, and top out at $3,200 for an hour in the TP-51. As a charitable contribution, these costs are fully tax deductible and help offset the costs of operating these 60-year-old planes, which run over $3,000 per flight hour. The B-24 can take eight passengers, the B-17 nine, and the TP-51 has room for one lucky individual. The flight experiences are memorable. In the B-17, you start out seat-belted sitting on the floor. Once airborne, everyone is free to get up and wander throughout the aircraft. The Continued on Page 22

A rare TP-51C Mustang, Betty Jane. (Hayman Tam)

This view of the B-17 shows the rear overhead compartment in its open configuration. (Hayman Tam)

This catwalk through the bomb bay connects the front and rear compartments of the B-17. (Hayman Tam)

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Continued from Page 20 tail turret and lower ball turret are the only areas you cannot enter. Standing at the waist gunner positions, you have to admire the brave young men who crewed thousands of these aircraft. With no insulation or interior panels, you get a real appreciation for how thin the aluminum skin is and how easily an enemy bullet could penetrate it. Moving forward into the radio section one is treated to the rush of the airstream overhead since the Plexiglas roof panel is retractable, much like a car’s sunroof. You can even poke your head outside the aircraft for a better view! Crossing the catwalk thru the bomb bay takes you to the cockpit where you can stand behind the pilots. This is also where the top turret gunner’s position is, and you can step up for a full 360-degree view. To get to the nose, one has to get on their hands and knees and shuffle under the cockpit. This is where the bombardier and nose gunners were – truly the best seat in the house – looking forward through the clear nose. The sound and feel of the big radial engines makes for a big part of the overall experience. The time passes far too quickly and it is soon time to head back. Everyone returns to their takeoff position and gets strapped in. The landing gear is lowered and the next thing you notice is the big plane is already rolling down the runway, the crew having gently eased her down onto her big tires. The Boeing B-17G from the Collings collection is one of 14 airworthy examples in the U.S. Built in the Douglas plant in Long Beach, this aircraft rolled off the assembly line in 1945, too late to see combat. It served in an air/sea rescue squadron and later as a military transport. This aircraft survived exposure to three nuclear explosions, and was allowed to cool off for 13 years before being refurbished and serving a 20-year career as a water bomber. The plane carries the color scheme of Nine-O-Nine, a 91st Bomb Group plane that completed 140 missions without aborting or losing any crew. The Consolidated B-24J is the only one of its model that is in flying condition. Restored in 1989, the project included the complete disassembly of the bomber with 80 percent of the 1.2 million parts requiring work. The B-24 has gone through several paint jobs since then, the current one honoring Witchcraft a B-24 which served in Europe and flew 130 combat missions. The TP-51C is not your normal cramped jump seat behind the pilot as most P-51s are set up nowadays. This is

Dwarfed by the giant blimp hangers at Moffett, the TP-51C takes off with a lucky co-pilot. (Hayman Tam)

B-17 Nine-O-Nine offered the best views from the nose. (Hayman Tam)

A view out the open hatch of the radio operator’s position. (Hayman Tam)

The TP-51C is the only dual control Mustang in the world today.(Hayman Tam) a full dual control cockpit, the only survivor of five built during the war. One was employed by Gen. Dwight Eisenhower, who observed the Normandy invasion from the back seat. Other than the limited forward visibility, the passenger receives the full Mustang experience and is given the opportunity to actually take the controls. The tour moves through the South and into Texas in March, then lands in Arizona later in April. Complete schedule information for the 2011 Wings of Freedom tour can be found on their website at www.collingsfoundation.org.

March 2011

IPS FROM THE

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ROS

“Tips from the Pros” is a feature dedicated to allowing the In Flight USA family of aviation professionals to share tips and information regarding flying skills, airframe care and engine operations.

GET BACK INTO FLYING! By Julie Boatman Filucci Manager, Cessna Pilot Centers he air feels warmer, I swear. You may already hear birds on your morning walk. Spring comes into full swing in March and April, and that same verve that impels you to shed your coat may also compel you to look to the sky. Has it been a few months since you’ve been flying? By the way, that’s completely normal. Life catches up with us, and frankly the prospect of preflighting in the cold is no one’s idea of a great time. If you already have a place from which you rent an airplane, great–or maybe you have your own airplane. You’ve made the first step. But maybe there’s still some hesitation that keeps you from picking up the phone or going online to schedule. If you’re like me, you have to dig deep in the creases of your memory to recall your username and password to get to the online scheduler, or maybe you wonder about what airplanes are still available. A quick call to your flight school will clear things up in a hurry. Don’t be embarrassed…we have to remember so many processes these days and they all fade together, if you ask me. So you have an appointment on the schedule. Now it’s time for a chart review. Pull up the latest charts online from any one of many providers (aopa.org is one) and review the airport layout, frequencies, and any “hot spots,” if your home airport has a history of runway incursions. Do you need an instructor? When in doubt, say “yes!” This is your opportunity to practice anything you’re not comfortable doing on your own. In fact, if you come up with a few maneuvers that cause you to pause, that’s another clue you need an instructor. Next on tap, get yourself current. On the ground, take a few extra minutes with your preflight. Slow yourself down. It’s exciting to get back into the air, but don’t rush. In the air, wake up the connection between your eyes and hands and feet

with coordination exercises, and do some slow flight to regain your sense of the airplane at approach airspeed. Of course, a trio of landings is a minimum for the purposes of staying current, but you might also bring along a safety pilot and do an instrument approach or two if you’re rated. So that’s it, right? Well, what if your gap has been years instead of months? Get ready. Get current. Go fly! It’s the same process, just with a little more time devoted to each step. You may have moved, or your former flight school is no longer an option. What do you look for in a school, in an instructor? Number one: A good flight school or instructor focuses on you. The reception should be friendly, and quickly get into assessing your needs. You should be put at ease, both by the staff’s professionalism and the overall impression of the school. Following an initial interview, the instructor should show up completely prepared at your next appointment, with a lesson plan that will assess your skills. Two other important steps in the “get ready” process: Do you need a medical certificate and do you know the current regulations and airspace? If you haven’t flown since 9/11, things have changed. It’s not that hard–just a little different, and your instructor will guide you through the changes. But you’ll feel more confident if you show up with some background. You can review regs online through AOPA (aopa.org) or EAA (eaa.org), for example. Once you’re ready, you’ll follow your instructor’s plan to get you current. This may take a few hours, perhaps up to ten hours if the rust is thick, so set your expectations appropriately. Current? Now for the fun part: Go fly! Make flying an integral part of your life. Set an appointment like you would any regular exercise. Lapsed pilots can get back in the game–and we look forward to seeing you up there!

Are you a pro? Send in your tips for consideration. Please send 400 to 600 words describing your tip to editor@inflightusa.com.

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

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Celebrating Twenty-Seven Years of In Flight USA

March 2011

WINTER READING CLUB A few colorful aviation books to keep the winter blues at bay… By S. Mark Rhodes

he Art of the Airways (Zenith Press) is a handsome coffee-table book whose appeal might stretch beyond the garden-variety aviation enthusiast. This work is a chronicle and celebration of airline poster imagery and advertising from the golden age of commercial flight. The work provides some background on the history of these posters, which appeared roughly at the same moment as the first commercial flights. Author Geza Szurovy’s fascinating essays help put the art and advertising in context with artistic movements and technological advancements such as the development of color lithography which made the production of high quality posters easy, and while not cheap, affordable for most of the airlines. This work has a great selection of vintage posters that would appeal to the art aficionado as well as collectors of commercial art and advertising. It also has interesting information about collecting these posters, many of which remain rare and highly coveted by collectors. (www.zenithpress.com)

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War in Pacific Skies (Zenith Press) is a similarly artistic endeavor, which covers the most well-known air battles in the Pacific during World War II with the twist of using rare photographs, new first person accounts, and the crisp, striking art-

work of Aviation artist Jack Fellows (www.jackfellows.com). This work is a solid piece of World War II buff catnip but it really pops because of Mr. Fellows’ artwork, which raises the profile of the book and makes the work more interest-

ing than the usual WWII themed book. Buck Rogers in the 25th CenturyThe Complete Newspaper Dailies Vol. 4: 1934-1935 (Hermes Press) is one of a series of reprints of the historic comic strip series begun more than 80 years ago that bridged late 19th and early 20th century literary science fiction (as practiced by masters such as H. G. Wells) and early comic book themes. Rogers was a 20th century man who fell asleep for almost 500 years awakening in the 25th century to a world where space travel, jet packs and laser guns were as common as cell phone, I-Pads and Starbucks are in our young century. The Buck Rogers strip and the Buck Rogers character was, by all accounts, a big influence on the development of jet age aviation and the idea of space exploration. The reprints here are crisply reproduced in this handsome volume and the sexual tension between Buck and his colleague Wilma Deering is surprisingly modern in tone. (www.hermespress.com)

DC-3 A Legend in Her Time: A 75th Anniversary Photographic Tribute (Roundup Press) is a loving appreciation of the versatile, historic and enduring aircraft. Author, photographer and pilot, Bruce McAllister (www.wingsalcan.com), explores the mythology and allure of the Douglas DC-3, a plane that was both a workhorse and a glamorous symbol of the romanticism of flight.

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March 2011

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Celebrating Twenty-Seven Years of In Flight USA

March 2011

W h a t’ s U p ! ?

BEFORE I FORGET . . . n my 8 to 5 world I have some set rules or guidelines I try to follow. Maybe you could call them procedures, either way, if it ain’t broke we don’t fix it and since it still works I’m not going to fix it. A few weeks ago I got a call from an old friend I met about four years ago. He and his wife popped in looking for their first airplane and they became the receiving end of what you will read below. I can’t be sure their decision was based totally on what I shared with them, but . . . based on them living on California’s North Coast, one of my favorite places, I mentioned the egregious fog once or twice, or three times, maybe four times. Now I did this because I asked one of my procedural questions, similar to the ones below. Neither the future pilot or pilotette had their tickets yet, but they were looking for a way to shorten the trip from where they lived up north down to the high-rent districts of the SF Bay area and So Cal. Of course, they planned on training near their home, become sky travelers, and life would be good. Here are a few examples of my irritating questions; when someone decides to purchase an airplane from us, and after we’ve done the hangar dance and small talk, I begin my song and dance and try to talk them out of the purchase. Why you ask? Good question and I’m glad you asked it. I do this to be sure they’ve thought through all the aspects of owning an airplane and are not just in love with the idea of owning one. I want to make sure they will actually fly it. If they don’t have their ticket yet, I want to make sure they will get and have a plan to do so. Obviously the airplane of choice should be of the trainer class breed. I don’t get into the financial aspects. I consider that personal. If buyers are going to be commuters from an area I know to have very IFR weather for a month of so out of the year, I want them to hear that up front. If they are prepared to commute via the roadway and not the skyway, then I proceed. If there is going to be more than one pilot in the family, I ask questions about that as well to make sure it’s a realistic goal and appropriate airplane for that training. So, getting back to the lovely mountain man and his lady, they took me seriously enough to get back on their fourwheel steed and head north again. That was the last I saw or heard from them until now. So here’s their up-date, and it is the

perfect example of why I do the above. Before I forget, remind me to tell you about the perfect airplane. Ok, so here’s how the last four years went for them . . . and I am quoting them, I’m not that gifted a writer. First, they were in the wrong place at the right time and someone had the perfect airplane for them at the right price, so . . . yep, you got it, they bought it. I’m not sure how they got it home from So Cal, but that’s not important right now. Four years later Mrs. Mountain Man has 2.5 hours TT time in the airplane. Mr. Mountain Man has 150 hours or if you prefer, 9,000 minutes, and by the way, still no license. It seems that the only CFI in the area departed for a less foggy spot and that led to the pilotless airplane being moved to another town and field more than an hour away from the owners. Now the current dilemma, what do we do now? . . . Let’s start over again and call Larry, which I might humbly say, they did. It was now time to get out of the airplane ownership arena and they called the dude that tried to talk them out of ownership in the first place. OK, OK, calm down, yes, they had some fun, spent some more $$$, and I’m sure they aren’t really that sorry about what they did, but I wanted to support why I do what I do. Hold the press! This just in; with only about six hours to go for his private, mountain man has accepted my challenge to get his private license and then sell his airplane . . . Yeaaaaa!

Remind Me! OK, this is where you are supposed to remind me about the perfect airplane. On the opposite side of buying an airplane is of course, selling one. I only have one comment about this subject; the question on the table is always, “Why are you selling your airplane?” I listen to the usual answer, “I just want another one.” I respond with, “tell me about your current airplane.” The typical response I get is usually, “I love my airplane, it’s done and been 90 percent of what I needed and wanted.” I then take a deep breath and remind this earthling that there are no 100 percent airplanes anywhere at any price and that being the case, I tell them to freshen up their current dream machine with a new interior or some paint, and send me a thank you note some time. Sadly, I’m not as successful on this end...and I never get the notes.

Wash Your Hands I suppose by now we have all heard “wash your hands” at least a thousand times as the key to staying healthy and well. If you haven’t seen the signs or had your kids remind you, you must live in a bubble. Not that it’s a bad thing, but I find I now carry one of those little bottles of hand sanitizer with me and they seem to be on my desk, in my car, and guess where else. So I was reading about the ugly, filthy little germy things one can find on our friendly commercial airliners, things I’m sure we all knew already, like the pockets behind the seat in front of you being nothing but a garbage can, plus the magazines and I love this one, the safety instruction card, add to this, the water, pillows, blankets, seatbelts and other assorted airliner stuff is nothing short of a cesspool of germs. The overhead bins look like a miniature flea market with all the crap that floats around up there that has fallen off your carry-on “have–tohaves.” I could go further, but why? I’m trying to set the stage here. I am only mentioning this tasteful subject because we could all sit around the fireplace in my office and I’m sure agree on what I just said. I am just wondering how long it would take before someone mentioned the rental airplane fleet and that the same perils of death lurk there and possibly even more. There aren’t any crews that come and clean up after every flight. Think about it, the yokes, and of course the seat belts and the seats. While I’m at it, the door handles, instrument knobs, and the POH plus the club Tach book. Sneezing and coughing in that confined little space, plus all the trash left behind, wow, I can’t wait . . . When was the last time you saw anyone clean the inside of the windows? I could go on, but why? Use your thinker, plan ahead and bring some sanitizer. If you are going on a long trip in your own airplane or a rental of some type, spray some air fresher or sanitizer before you jump in and blast off in your can of germs. You don’t have to thank me for just saving your life, name a rose after me.

The Forties & Fifties For all of you that remember those years raise your canes. What a great time; party lines, no computers or cell phones,

Larry Shapiro delivered bottled milk and parents ruled, plus controlled air space was a dream, and I’d better stop now before I start to cry. Oh yes, family evening meals, grandparents and smoking were cool. I think this would be a bad time to mention 20 cents a gallon for gasoline fuel. My family was a little unique back then, mentioning that we were one of less than 50 Jewish families in California’s capitol city won’t enhance this column, but I never get to say that anywhere else. So, we had a 13-inch Hoffman TV and a 50-foot antenna on the roof of our house. It was the only one for miles around, we ruled. At four o’clock p.m. the line started at our door and all the stinky runny nosed kids from the block took their places and sat on the floor of our living room and watched the test pattern until Time For Beanie came on. Then, Space Patrol, Buck Rogers, the Lone Ranger, or some other program whose name escapes me followed that but it was really cool. I think Howdy Doody came later on, but I’m not sure. Feel free to send me some of the program names for use at another date. Of course Molly Goldberg was also on, along with I Remember Mama, but neither one of them were pilots. But wait! There’s more! Our neighbor Jack, he was my dad’s age, had a Link Trainer simulator in his garage. Yep, a pure plywood Link Trainer, one of hundreds around the world and there she sat right in the middle of his garage. Why you ask did he have that? Beats the hell out of me. We lived between two Army Air Corp Bases, Mather and McClellan, and I guess they were just around, so Jack got one for the kids to play with. It was a hoot flying that around in the dark, but remember, he was the only one on the block that had one, make that five square miles. If I remember correctly I soloed in that when I was 6 or 8 years old. BTW, he also had one of those Navy land crafts whose initials I forget right now, but boy, was that a hoot. Cruising down the Sacramento River and running it up on the shore, dropping the front end down and letting us all run off into the Continued on Page 32

March 2011

www.inflightusa.com

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

LISTEN TO YOUR LITTLE VOICE SRS report narratives frequently contain references to a “little voice” that offers timely advice. The voice, of course, resides within the mind of the reporter and is usually the voice of experience or sometimes just the “vocalization” of a gut feeling. While it is possible to get through some situations despite what a little voice is telling us, the following reports show that the voice usually has something important to say.

“…Then That Little Voice…Started Shouting” Poor visibility and unfamiliarity with the GPS navigation equipment contributed to a Piper Cherokee pilot’s approach to the wrong airport. It took the emphatic interruption of a little voice to get the reporter to climb, confess and communicate.

• I skipped getting a weather briefing. [The flight] should have taken no more than 30 minutes. Smoke and haze filled the sky and the visibility was probably made worse by a nearby forest fire. I flew…to the coast, then eastward. When ready to call Tower to request landing clearance, I checked the GPS to get the distance. The GPS was displaying the satellite page…. I flipped through the GPS pages looking in vain for navigation information and returned to the satellite page. I backtracked and dialed in the VOR…then called for landing clearance. The VOR needle wandered and I told Tower that I was having problems with my navigation equipment, but I declined the offer of additional assistance. I couldn’t think of anything to ask for. Descending to pattern altitude, I peered into the [partially obscured] sky, keeping the beachfront to my left, looking

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for the smoke stack and runways at the water’s edge. It seemed to take forever. The GPS did not give me ground speed or any navigation information. Since I thought that the GPS automatically switches from the satellite page to a navigation page on startup, I decided that the signal quality was not good enough to switch…. Finally, two crossing runways appeared to my left, but it didn’t look quite right. I told Tower that the runways were in sight and asked whether he could see me just off-shore. I was cleared for Runway 24 and started looking for the numbers. Tower asked me for a position report, leading me to believe that he didn’t see me. I was looking straight at the Tower and he should have been able to see me. When a runway numbered “2” Continued on Page 29

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Celebrating Twenty-Seven Years of In Flight USA

March 2011

Close Calls is a column detailing the “close call” experiences of fellow pilots. Determining a close call can be quite subjective but for our purposes here a close call will be any situation where a pilot suddenly finds themselves in a potentially dangerous situation quite unexpectedly. Personally, I describe a close call as “closer than I’d prefer.” I invite you to contact me at Close Calls@PCAS.ca or 1-888-PCAS-123 (GTA: 416-225-9266) to anonymously share your stories. I will collect the details and prepare the article for Close Calls. The experience shared and lessons learned will be of benefit to all readers. Confidentiality will be assured and I will not use your name or aircraft ident without your permission. If your submission is used in Close Calls you’ll receive an official cap of the upcoming TV series The Aviators.

REDLINE, RED ALERT ur pilot had 400 hours of experience in this particular rented Comanche 180 when he and his three passengers were packed and off Blue Sky City, MT for to a two-day seminar in higher education. It was a South Dakota beautiful day in December when they boarded the 180 with a thermos of coffee, full tanks, and plenty of runway 30 ahead of them. It was about 7 degrees Celsius under party cloudy skies and generally sunny. The altimeter was a standard 29.92. Two of our pilot’s passengers were fellow educators that had flown with him before who had made arrangements to be flown to the conference today… with apparent confidence. Departure was a piece of cake as the Comanche performed, as usual, with power and stability. Even though there was a 10-knot headwind, she lifted with

grace. The climb was right on at 80 mph to pattern altitude heading to the northwest as our pilot communicated their position and direction to the FBO. The aircraft was of 1963 and had Narco radio and navigation equipment of the same vintage. But our pilot had flown this rig for three years and everything was operational and responsive to his needs. Fellow renters of the 180 were satisfied with the current equipment as well but one pilot, who was the president of the Club, told of the time when he experienced an electrical failure during a night flight. No lights or radio, and the gear wouldn’t lower. So he executed an emergency procedure safely manually lowering the gear by hand crank. But today all was going well... until… About 100 miles into the flight, having reached their cruising altitude of 4,500 feet, our pilot was adjusting the

propeller knob to 2,00 RPM. As one would do, he was twisting the knob when suddenly the whole thing came out of the dash. Knob, cable, and all were now in our pilot’s hand and separated from the aircraft! Surprise! The RPMs immediately redlined. Our pilot recalls with humor, “I could imagine the prop leaving and we would execute an emergency landing in rugged territory. Worse yet, what if the spinning prop left for earth and clobbered an oilrig, or decapitated an elk! The paper work would be lengthy!” Our pilot made an emergency radio call on 121.5 but there was no response so he looked up the nearest airport FBO in his GPS and made a call on that local frequency. “What’s your problem?” a voice called back. Our pilot as calmly as he could explained the circumstances. The

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voice replied, “Hold on.” Thought our pilot, “Wadaya mean hold on?!?” The passengers were quiet most of the time but looking down and assessing the dilemma one said “…and I forgot my overshoes.” A very long five minutes later the voice from the FBO came back online and handed our pilot over to a mechanic. With authority came the instruction to “Try pulling the carb heat on.” Our pilot complied and much to his relief the RPMs backed off the redline. They landed at the alternate airport and the grisly, bearded, mature mechanic came out to the aircraft to check it out. He lifted the cowl and told our pilot to adjust the prop pitch control knob to its usual flight configuration. The mechanic took out a spool of wire and attached some to the pitch control. Nonchalantly he lowered and snapped on the cowl and said, “You’re good to go.” That was it! After the anti-climax to the incident, they fired up the Comanche and continued on to their destination. They had a brand new prop control installed before returning home to ensure the trip back would be uneventful. And so it was… Fly safe(r).

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Aviation Ancestry Continued from Page 12 With the development of “back-up” aircraft set in motion, the USAF began testing the XF-89 in February of 1949. All went fairly well during the first 48 test flights of the XF-89. However, it was during “Phase II” of the flight tests that an accident occurred. The date was June 27, 1949. Apparently, the main landing gear doors were not aligned properly, which caused the wheel wells to become pressurized. This, in turn, forced the left main wheel out into the slipstream during a high-speed, low-pass. The result of all this was the detachment of the left main landing gear from the rest of the airplane. A crash-landing ensued, and the aircraft was repaired in time to demonstrate it to the Air Force in July. Still, the F-89 was a year behind schedule at this point. Despite all this, the Air Force contracted for an additional 64 F-89As in October of 1949 – ordering another 122 F-86Ds during that same. Eventually, more than 2,500 F-86Ds would be built – nearly 500 more than the total number of F-94s and F-89s built. First flying on Nov. 15, 1949, the second Scorpion – the YF-89 – was accepted by the Air Force in January of 1950. Seemingly, the F-89 program was smoothing out. However, this illusion was shattered by another crash, which occurred on Feb. 22, 1950. While Northrop pilot Charles Tucker was making a high-speed, low-pass in the XF-89 (this time in front of observers), the skin from the right horizontal stabilizer came off. This resulted in the whole empennage separating from the aircraft. Tucker was able to parachute to safety, but flight engineer Arthur Turton was not. The old problem with the engines’ exhaust gases had reared its ugly head. The engine exhaust exit path had caused the horizontal and vertical stabilizers to flutter, resulting in their failure. At this point, changes were made to the YF-89, and these included the addition (finally) of afterburning engines and the lengthening of the nose by three feet. How these changes solved the buffeting problem is unclear to this writer, but the airplane was re-designated as the YF89A. The aircraft was also officially named Scorpion at this time. Despite the delays and problems with the aircraft, the Air Force accepted the first production F-89A in September of 1950. By the spring of 1950, three F-89As had been delivered to the Air Force, and the Korean War was heating up. With the departure of some of its fighter-interceptor wings to the Far East, and with the F89 program behind schedule, interceptors

were needed to fill the gap in U.S. air defense at home. To make matters worse, the first 18 F-89As that were scheduled for delivery to the Air Force, were not combat-capable. This is because the buffeting/fluttering problem had been “solved” by mounting external counter-weights on the aircraft. The Air Force authorized the production of the aircraft with this “fix” in place – that is, until the turbine failures started occurring in the Alison J-35-A-21 engines. Enough was apparently enough, and John Northrop met with General Hoyt Vandenberg and his staff in November of 1950. At the meeting, Northrop was told that the fluttering problem had to be resolved once and for all by January of the following year; otherwise, the Air Force would not buy anymore F-89s. Further, production of the F-89 was stopped. Considering that the company had recently lost the RB49 contract, things were not exactly looking up for Northrop. Apparently, the Air Force was somewhat mollified, because production was resumed in January of 1951, with four more F-89As being delivered. Three of these were fitted with the six 20 mm cannons that were planned for the F-89B and C models. The fourth aircraft was equipped with a rotatable cannon turret in the nose, again, for test purposes. Ultimately, only 11 F-89As were actually kept as F-89As; these aircraft were flown for test purposes only. The rest of the aircraft built in connection with the initial order were upgraded to F89B standards. F-89Bs were equipped with upgraded avionics, which eventually included the Lear (yes, that Lear) F-5 auto pilot, and the F-89B was the first Scorpion variant to be assigned to the USAF’s Air Defense Command. Deliveries to the Air Force began in February of 1951. F-89Bs were soon replaced with F89C models; the chief differences between the B and C models were that the elevator counter-balance weights were mounted internally on the F-89C, and the C model was outfitted with a fuel-system purge generator to prevent fuel vapor from accumulating in the fuel cells. The first F-89Cs were delivered to the Air Force in November of 1951. By February of 1952 the first of several crashes due to F-89C wings separating from fuselages occurred. In September of that same year, the F-89 was grounded, after six of these incidents had occurred. After an investigation, it was Continued on Page 46

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IN MAJOR DC ADDRESS, BOLEN OUTLINES SET OF GUIDING PRINCIPLES FOR AVIATION'S FUTURE Speaking to a major aviation policy forum in Washington, DC, National Business Aviation Association (NBAA) President and CEO Ed Bolen said aviation would be key to defining America’s leadership in an increasingly global economy, and outlined five priorities to ensure the industry’s continued success. “Throughout history, great economies and great countries have been defined by their transportation systems,” Bolen told attendees at a monthly lunch meeting of the Aero Club of Washington. “In America, the 21st Century will also be defined by transportation, and the key mode will be aviation,” he continued. “The fact of the matter is, we are trading and competing in a global marketplace, and aviation remains the fastest and safest way for people from around the world to connect with one another.” In spite of the unparalleled advantages of aviation, Bolen expressed concern that the its potential is being overlooked. “It’s been a long time since we opened up a new airport in the United States,” he said, noting that in contrast, the Chinese had

opened up more than ten airports each year over the past decade. “Looking to the future, we in the aviation community need to work through our differences, find the things that bind us together, and focus on the things galvanize us. That’s the only way we are going to ensure that America retains its global leadership in aviation.” Bolen pointed to five priorities in that regard, including: The need to complete reauthorization for the Federal Aviation Administration (FAA). Bolen welcomed the high priority U.S. House and Senate had placed on completing FAA reauthorization in recent months, and re-affirmed the industry’s commitment to work with policymakers on passage of a final multiyear legislative package. Preserving security as a national priority. Bolen cited the host of security measures adopted by the industry in recent years, stating: “In the U.S., the aviation community has taken security more seriously than anywhere else in the world. That’s because we recognize that security is a national priority, and going

forward, that recognition must continue. We can’t assume that aviation, or any other single industry, has all the resources needed to address our nation’s many security needs and challenges.” Continuing progress on reducing aircraft emissions. Bolen noted that, over the course of decades, the industry has demonstrated a clear record of progress on reducing aviation’s carbon footprint. “This is an issue we take very seriously,” Bolen said, citing ongoing the investments made in alternate fuels, fuel-efficient propulsion systems and other technologies. “Aviation has put up a sustained record of progress on emissions, and we need that progress to continue.” Supporting the General Fund for aviation. “Congress has traditionally supported a healthy General Fund for aviation, out of recognition that every American – regardless of whether they get on an airplane or not – benefits from a strong aviation system,” Bolen said. “Maintaining a robust General Fund will ensure the health of the system in the years to come, and underscore our

nation’s emphasis on mobility and commerce.” Government-industry collaboration on continued transformation to a “NextGen” aviation system. “NextGen is about taking our ground-based system digital, so that we can enhance safety of the system, and reduce the industry’s environmental footprint by using it more efficiently,” Bolen observed. “We must ensure that the vision of this system becomes a reality as soon as possible.” “Looking to the future, it’s important that our industry give unified focus to these priorities, because all segments of the aviation industry depend on one another,” Bolen said. “Equally important – in a global economy that is increasingly competitive – citizens, companies and communities will depend on aviation as never before. After all, two miles of waterway will take a boat two miles; two miles of road will take a car two miles; two miles of railway will take a train two miles. But two miles of runway will take people anywhere in the world.”

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Celebrating Twenty-Seven Years of In Flight USA

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What’s Up

Continued from Page 26 mud. I wonder whatever happened to that barge? I know I was going somewhere with this . . . now if I could only remember where. Oh yes, it was about the first Link Trainer Simulators compared to today’s state of the art mind bogglers. To make things a little more interesting and make sure you read this, I am going to offer a demo ride in the best of the best Sims available today. To get this free ride all I’ll want is a short, a very short, personal simulator experience that you can share with us and or why you think you deserve a free demo ride. Let me correct myself, we really don’t use the term simulators anymore, they are now training devices. I’ll announce the winner (s) in my April column. Obviously you must be over 8 ounces. My research of these new beauties led me to three classes of these training devices. I am not endorsing any particular one, but they are all amazing. I can only share with you my personal experiences and the three I have investigated. WOW! Let me say that again, WOW! On the very high-end I visited FRASCA. They do the high-end devices

for major schools and training centers where the big high-end, big check pilots go under the threat of early retirement. In other words, you go because we say so and we’ll make the world a better and safer place to fly in and limit our lawsuits.

It’s A Bird! Yep, A Red One On the lower end financially, but VERY effective and a ton of fun to fly was the Red Bird. I could tell you how much these gadgets cost but I don’t think it will help my story. If you need to know, contact me. Size wise they fit in a relatively small space and can save you some serious $$$ in your training. The unit I test flew was located at Advanced Flight School at the Palo Alto Airport, (Naturally) about five hundred feet from my front door. Principal/ Founder/Owner Marco Frigino was very generous in allowing me to pretend I knew what I was doing. The fuel burn was very economical. His new flight school Advanced Flyers was a move of courage and has enhanced the ambiance at PAO. Questions? www.AdvancedFlyers.com. BTW, I got a little tipsy flying this one; I guess I’m getting old.

Advanced Flight Schools Red Bird Simulator.

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Can I “Fly It?” I was very impressed with the “Fly It,” especially the unit I saw which was installed in a very mobile trailer and could come to you, a school, or an event. It made sense to me and was very cost effective. Kent Christensen of Superior Aviation Training was my guide on this trip. I liked his calm, focused personality and manner, just like me . . . yeh right! If you’d like to reach Kent, try Info@SuperiorAviationTraining.com Kent was so into his training that the next day he knocked on the front door of my house to let me know he had the Fly It with him if I’d like to give it another go. I looked over his shoulder and sure enough, there it was. I was holding a cooking class at the moment, but I had a bored private pilot in attendance, so I dragged him to the Sim and tied his bottom to the seat. I’ll admit he didn’t take it too seriously until he crashed twice, make that three times, and started getting a little dizzy. As my friend Jim said, “This is harder than I thought but I can sure see the value in training in a Fly It. I’d do it again in a heartbeat!”

Young pilots get their first lesson. (Larry Shapiro)

The Fly-It simulator is challenging for all ages. (Larry Shapiro)

A Look Towards The Future of Flight Training And I quote, “Western Michigan University’s College of Aviation announced the donation of a flight simulator to a local high school.” West Michigan Aviation Academy is the only public aviation charter high school in the U.S. Aviation students will use the flight simulator at the high school’s campus located at Ford International Airport. I see this as a look into the future, especially where the training is needed or wanted and there is no access to a local airport and budgetary restraints won’t

The FlyIt simulator is installed in a mobile trailer, covenient for events, schools and more. (Larry Shapiro) allow the real deal for right now. I can envision 12- to 16-year-olds getting a ton of time in these training devices and being very ready to actually kick the tires and light the fires when the times comes. Continued on Page 34

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CESSNA STRUT, BRAKE SEAL KIT TCNS-1 Nose Strut Oring Kit 150, 152, 172, 182, R182, 205, 206, $ 210, T210, 310-310Q, 320, 336, 337.

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TORQUE LINK KITS $94.50 Aircraft Supply and Repair Inc. 21 Allegheny County Airport West Mifflin Pennsylvania 15122

Celebrating Twenty-Seven Years of In Flight USA

Safe Landings Continued from Page 27

off roll coming straight toward me. My response was an immediate right turn to get away from there. In a 45-degree bank and losing altitude, unusual attitude training kicked in and I got the plane straight and level. Then the 5 “C’s” came to mind: Confess that I’m lost; Climb above the Minimum Safe Altitude; Communicate with the appropriate controlling agency; Conserve fuel; Comply with the Controller’s instructions. I told

became visible, I was trying to figure out how to get to Runway 24. Then that little voice that lives somewhere in the back of my brain started shouting, “There should not be a Runway 2 at this airport.” At the same time, Tower was again asking me for a position report. I was looking down the departure end of a runway at an unknown field at pattern altitude. I could imagine an aircraft on take-

March 2011

Tower, “I’m declaring an emergency. I don’t know where I am. I’m lost.” I climbed back up to 2,800 feet while the Tower contacted Approach Control and got me a [transponder] code. A very professional Controller vectored me to the correct airport. I have spoken to an instrument instructor and arranged for additional training…. I will be sure to learn more about using the GPS. I did not know that

it would not automatically return to a navigation page after acquiring satellites…. I will not skip a weather briefing even for a short flight. From Feb 2011 ASR Call Back, issue 373.

What’s Up

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As I start getting the Corned Beef and Cabbage ready, and sending the IRS a small token of my appreciation for all they have done for me, I ask as always not to forget our heroes in uniform that are still away from their families. “A St. Paddy’s Day Toast: To The Troops!” That’s Thirty! “Over” Larry Shapiro is an aircraft broker, aviation humorist and fulltime grandfather. He’d love to have you share your thoughts and ideas for future articles. Palo Alto Office: (650) 424-1801 or Larry@Larry Shapiro.com

March 2011

www.inflightusa.com

AERO 2011 READY FOR TAKE-OFF

2007 CESSNA CITATION “SOVEREIGN”

For lease (12-24 months) 398 TT since new. Honeywell EPIC Series, Airshow 410 W/4 8.4 screens. Custom paint + interior 9/10. Ready May. 1, 2011. Call Steve or Jim for details.

1971 F33A BEECH BONANZA

AERO Friedrichshafen takes off on April 13, 2011 With a comprehensive program, more exhibitors and numerous special events, AERO takes off in Friedrichshafen April 13 to 16, 2011. The entire spectrum of the latest gliders, ultralight and motorized aircraft as well as general aviation business jets will be on display. There will also be comprehensive special exhibits on new electric airplanes and helicopters. The Berblinger Flight Competition as well as a comprehensive conference program make the international aviation trade show on Lake Constance even more appealing. With about 550 exhibitors from 26 countries, AERO is solidifying its leading position in Europe according to trade show director Klaus Wellmann and project manager Roland Bosch. After two lackluster years, general aviation manufacturers are once again feeling the wind beneath their wings. Due to the recovering economies in many countries, customers are once again in a buying mood. Even demand from larger companies for business planes – both turboprops and jets – is once again picking up. Single-engine piston-powered touring planes, ultralights and gliders as well as helicopters are also making a comeback. New models as well as fuelsaving diesel and hybrid engines are stoking this demand. Two successful shows within the trade show will be back in 2011. The third annual e-flight expo will feature a full range of alternative engines in the aviation industry, including modern and fuel-saving electric, hybrid and fuel cell engines. Helicopter fans will get their money’s worth in the helicopter hangar. The hangar will be filled with modern training, travel and work helicopters. Indepth information about training and career opportunities in the rotary wing industry will also be available.

(AERO Friedrichshafen)

International Offering at AERO AERO has long made a name for itself far beyond the borders of Europe. A sign of that is the multitude of North American aircraft, engine or accessory manufacturers, who will be exhibiting on Lake Constance. US companies once again make up the largest number of international participants at AERO in 2011. Companies from the Czech Republic and Slovakia are also very well represented. Even aviation companies from Australia, Brazil and Russia will be at AERO 2011.

Motorized Flight – Single and Twin Engines Single and two-engine piston airplanes are extremely well represented at AERO. These airplanes, which have proven themselves for decades, require a private or commercial pilot’s licence to fly and make up the largest part of the general aviation fleet. There is great excitement surrounding at least two new four-seater single-engine European manufacturers, who will be making their debut at AERO 2011.

3000 TT, 350 SFRM, Collins 251 & 351 w/GS, Garmin GPS 500W (w/GPSS), Collins 451 DME, TDR-950 w/enc, 285 hp, full IFR, fresh annual & logs. ..............................$109,500

1965 PIPER COMANCHE 260 4318 TT, 1449 SMOH, (Fuel Injected TSIO-540), 1053 SPOH, King KMA-24, Dual KX155 NavComs w/GS, KN-62A DME, KLN-89 GPS, 2 pl I/C, Updated Gyros, Eng Pre-heat, .250 Solar Gray Glass. Complete Logs since new. Annual due 1-2012 ..............$59,500

1946 COMMONWEALTH “SKYRANGER 185”

1968 CESSNA 172I

2230 hrs.TT; 308 SMOH, Apollo SL40 Com, Electric System, Night flight options, Wheel Pants and Recent Fabric. A True Trophy Winner ! 9+ In and Out ............................................$25,500 OBO

5010 TT, 915 SMOH (O-320, 11/78), KMA-12B, KY97A, GTX327 w/enc, Garmin 295GPS. New carb, 2 new cyl, newer tires, NDH..........$27,950

New 2009 ZODIAC CH 650 XL SLSA

1965 PIPER COMANCHE 400

46 TT, Garmin 396, GMA-340 w/MB, SL-40, DigiFlight II, EFIS D-l0 w/batt backup & more! 6Zu1-4 mods CW 1/10. ..............................................$109,500

4515 TT, 1618 SMOH, 157 STOH, KMA24, King KT76A, KX165, KCS55A, MK12D, IDME-891, GX55, New Fuel Cells & NDH ......................$124,500

1978 GRUMMAN AMERICAN AA-5A “Cheetah”

1941 CONSOLIDATED VULTEE BT-13A

4735 TT, 632 SMOH, Garmin 340 w/MB & 4-pl IC, GPS 400 WAAS (displayed on HSI), KX-155 w/KI-209 GS, Narco radios (Mode C,HSI, coupled AP), much more! ......................$54,950

5018 TT, 778 SMOH (Pratt R-985 Series, 4218226), 976 SPOH, full Gyro w/GPS-360, blue w/yellow wings, fresh annual ................$82,500

Ultralights, Light Sport Aircraft and European Light Aircraft The largest number of exhibits in Friedrichshafen will once again be dedicated to ultralight aircraft in 2011. These aricraft are one or two-seaters, weigh up to a maximum of 1040 pounds (472 kilograms) and are flown entirely by sight and not by instruments. Because the pilot’s licence needed to fly one is easy to obtain and the planes are as quiet as they are economical to maintain, ultralight aviation has been experiencing a boom Continued on Page 65

2010 STOHL CH 750 LS

1966 V35 BEECH BONANZA

46 TT, Garmin SL40, GTX327 w/Mode C, Garmin 496 GPS, D180, extra large tiresw/dual hydraulic brakes & more! ................$109,500

6998 TT, 955 SFRM, KMA24, KX155, KNS80, KR87ADF w/Timer, Apollo GX55 GPS, Dual Glideslopes & NDH . ..........................$64,800

Call 800-770-5908 • 775-885-6800 www.sterling-air.com 2640 College Parkway • Carson City, Nevada 89706 Bill Drake • Jim Jenkins • Steve Lewis

Celebrating Twenty-Seven Years of In Flight USA

OODIES AND ADGETS

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

mygoflight.com iPad Kneeboard Pro Product Line

The The Company You’ve Relied on Name You’ve for on overfor 25 22 Years Relied Years Now has a New Name

Magnafluxing & Zyglo Inspections Engine Preps & Machining Engine Parts Complete engine overhauls on all Continental & Lycoming Engines

True-Lock Aviation Fastener Systems

CONTINENTAL

LYCOMING

Having the ability to access the wealth of aviation information on the Internet from anywhere at any time is convenient. Being able to bring a vast amount of information with you on every flight in a very secure, easy to use, easy to read and easy to carry device is simply amazing! The iPad and the iPad Kneeboard Pro from MyGoFlight.com make all of this possible. Now you can bring an iPad with you into the cockpit of any airplane where it can be held secure on your knee and lap. Available in silver or black, the iPad Kneeboard Pro was designed for pilots by pilots. It is designed to accommodate all preferences for how you like to use it - both right and left hand, attached to the right or left leg, as a traditional kneeboard or as a lap desk. The choice is yours. Any way you choose to use it, your iPad will be secure in its place. You can easily slide the iPad out of the case when you want to hold it up close, turn it into landscape mode or hand it to someone else. The Pro C includes a specialized clipboard that adheres on the outside or inside of the case. This allows you the choice and flexibility to carry and take notes in-flight. For those not wanting the clipboard, purchase the iPad Kneeboard Pro alone. The iPad Kneeboard Pro is currently offered at a price of $159, the iPad Kneeboard Pro C (with clipboard) is $189, and the iPad Kneeboard Pro C Bundle (includes Pro C & Slipcase – best value) is $209. For more information, contact Aircraft Spruce at 1877/477-7823 or on the website enter “iPad Kneeboard Pro” into the Product Search box.

ECI Titans in stock!

Superior Air Parts Dealer

Fly In & Drop It Off! Located at Corona Airport, California 1965 Aviation Drive • Hangar A • Corona,CA 92880 Certified Repair Station FAA #09VR726Y

(951) 736-6452 FAX (951) 736-6801 WWW.CORONAENGINES.COM WWW.CORONACYLINDER.COM email: coronaengine@aol.com email: ben@coronaengines.com

True-Lock LLC and Aircraft Spruce have partnered together to provide STC’d fastener systems to the aviation community. True-Lock Aviation Fastener Systems is headquartered in Boise, Idaho and they are the world’s leading innovator of the only patented/STC’d aviation fastener systems in the world. True-Lock is the only patented aviation wheel fastener system in the world that has been awarded an STC (Supplemental Type Certificate) by the FAA for axle nut technology. True-Lock aviation fastener systems reduce premature wear on your wheel end assembly parts (brakes, bearings, axles, including tires and wheels). These systems will eliminate the conventional axle nut system’s inherent adverse torque setting characteristics imposed by the castle nut and cotter pin (endplay). Jim Irwin, President of Aircraft Spruce said, “True-Lock aviation fastener products are a superior method of maintaining a positive lock on aircraft wheels, and Aircraft Spruce is pleased to offer True-Lock products to the aviation market.” The True-Lock Aviation Fastener Systems are available for multiple applications. For more information, contact Aircraft Spruce at 1-877/477-7823 or on the website, enter “True-Lock” into the Product Search box.

Practical IFR Flying CD ROM Course The Practical IFR Flying CD ROM Course provides a full hour of information on methods and techniques to make Single Pilot IFR flying simpler, easier, less stressful, and safer! This course includes instruction on how to use current technology that can reduce your risk in an IFR flight. Flight performance will be enhanced, workload will be reduced, and your level of safety when flying single pilot IFR will be increased.

Continued on Page 37

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

March 2011

www.inflightusa.com

EAA’S WOMEN SOAR YOU SOAR EXPANDS

FOUR DAYS

Shifts to Final Weekend at AirVenture 2011 Women Soar You Soar, EAA’s aviation career program for young women, expands to four days in 2011 and will be held over the final weekend of EAA AirVenture Oshkosh. Entering its seventh year, Women Soar You Soar is scheduled for Thursday, July 28, through Sunday, July 31. One hundred young women get an introduction to aviation-based careers and a mentor network that provides encouragement and support to consider a career in aviation. Activities include flight simulation, workshops, aircraft building skills like wing rib assembly, and mentor sessions. The program is available to young women entering grades 9-12 in fall 2011. During the first six years of the program, hundreds of teenage girls have benefited from the experience and the guidance of women actively involved in the world of flight. With the program shifting dates in 2011, attendees will also experience a variety of exciting AirVenture attractions taking place on the final weekend, including WomenVenture, one of the largest gatherings of women aviators and enthusiasts, and the widely popular night air show Saturday, July 30. “Expanding Women Soar You Soar

Goodies and Gadgets Continuied from Page 36 Learn tips and techniques from a Master CFI, Chuck McGill. Chuck McGill is a Master CFI who has over 12,000 flight hours in more than 85 different general aviation aircraft. These aircraft include the J-3 Cub to the turbine Cessna Conquest and the round engine Grumman Albatross. Chuck McGill was the 2009 FAA CFI of the Year. He has taught for the AOPA Air Safety Foundation, the Cessna Pilots Association, and the Mooney Aircraft Pilots Association Safety Foundation. The Practical IFR Flying CD ROM Course is priced at $39.95. For more information, contact Aircraft Spruce at 1877/477-7823 and reference part number 13-06881. For more information on all these new products, please contact Aircraft Spruce at 1-877/477-7823 or view Aircraft Spruce’s complete product line at www.aircraftspruce.com. Request your complimentary copy of the company’s free 800-page catalog (in print or CD) and their full-color Pilot Shop catalog.

to four days and shifting it to Air Venture’s final weekend will give attendees the chance to engage with more inspiring aviation figures and experience what a career in aviation has to offer as we create the next generation of aviators,” said Elissa Lines, EAA vice president of business and donor relations.

“These young women will undoubtedly come away excited about the opportunity they have before them.” Applications will be accepted through June 30, 2011, and are available at www.airventure.org/womensoar. Cost is $75, which includes lodging at the University of Wisconsin-Oshkosh,

meals, and admission to EAA AirVenture. Registration scholarships are also available for young women meeting financial need requirements. Space in the program is limited. For more information, visit the Women Soar webpage at www.airventure.org/womensoar or call 800/236-1025.

Precisely Engineered for FUN With legendary German engineering, quality and performance, the Remos GX puts a different kind of fun into flying. Wonderful flight characteristics combined with superb visibility make the GX a dream to fly. The Remos GX is technically superior, but uncomplicated and easy to master. Plus getting in and out is as easy as sitting in your car. Call us for a test flight and see for yourself - the Remos GX is the best flying Light Sport available today.

Call 1-877-REMOS-88 or visit www.remos.com.

Celebrating Twenty-Seven Years of In Flight USA

March 2011

CIRRUS ANNOUNCES MERGER WITH CHINA AVIATION INDUSTRY GENERAL AIRCRAFT CO.

Cirrus Industries, Inc. (Cirrus), a recognized leader in general aviation, and China Aviation Industry General Aircraft Co., Ltd. (CAIGA) announced that they have entered into a definitive merger agreement pursuant to which CAIGA would acquire Cirrus. Known for incorporating luxury automotive ergonomics, pilot-friendly avionics and advanced safety features into its high performance airplanes, Cirrus has delivered nearly 5,000 new piston airplanes over the last decade. For nine years in a row, the Cirrus SR22 family of aircraft has been the best-selling four-place airplane in the world. Cirrus pioneered the use of the FAA-certified Cirrus Airframe Parachute SystemTM that is standard equipment on all Cirrus aircraft. Brent Wouters, Cirrus’s President and Chief Executive Officer, commenting on the transaction, noted that “This transaction will have a positive impact on our business and our customers because we share a common vision with CAIGA to grow our general aviation enterprise

worldwide. CAIGA brings new resources that will allow us to expedite our aircraft development programs and accelerate our global expansion.” Mr. Wouters further noted the positive impact on jobs and job growth stating that “CAIGA understands the strength and the talent of Cirrus’s workforce and the prominence of the Cirrus brand in general aviation. Through this transaction, CAIGA will invest in our employees in both Minnesota and North Dakota by committing to the continued use of our worldclass production facilities.” CAIGA is a world-class provider of general aircraft products and related services headquartered in Zhuhai in the Guangdong Province of China. Meng Xiangkai, CAIGA’s President, stated, “CAIGA is dedicated to being an international leader in the provision of general aviation products and services, and light piston aircraft is one of CAIGA’s business focuses. We are very optimistic to begin our partnership with Cirrus and add Cirrus’s strong brand as the cornerstone

in our aviation product portfolio. We are deeply impressed with Cirrus’s performance in the global general aviation industry, especially with its consistent product performance, comprehensive safety features, outstanding management team, highly skilled employee base and advanced production facilities as well as its expanding global footprint. We look forward to working with Cirrus’s management team to build upon Cirrus’s proven success and to further expand production volume in order to cement Cirrus’s existing leadership position in the global general aviation industry, as well as to produce greater job opportunities in Duluth and Grand Forks.” Commenting on the transaction with CAIGA, Cirrus’s Chairman and CoFounder Dale Klapmeier expressed the same optimism about the future noting that “On behalf of everyone at Cirrus, we are thrilled to make this announcement. With this transaction, Cirrus will continue to develop and build the best, most exciting aircraft in the world. The origi-

nal dream remains alive and well at Cirrus. We are just embarking on our next chapter on a global stage.” The transaction is expected to close around mid-2011. The acquisition of Cirrus by CAIGA is subject to customary closing conditions, including clearance under the Hart-Scott-Rodino Antitrust Improvements Act and by the U.S. Government’s Committee on Foreign Investment in the United States (CFIUS), as well as obtaining all relevant Chinese Government Approvals. VRA Partners, LLC acted as financial advisor and King & Spalding LLP acted as legal advisor to Cirrus in relation to this transaction. Citigroup Global Markets Limited and CITIC Securities acted as joint financial advisors to CAIGA in relation to this transaction. Dewey & LeBoeuf LLP acted as legal advisor and Ernst & Young LLP acted as accounting and tax advisor to CAIGA.

KISSIMMEE AIRPORT'S SUNSTATE AVIATION HELPS LIFE-SAVING FLIGHT Angel Flight to Gainesville Aided by SunState Aviation Plane and Pilots Kissimmee Gateway Airport (ISM) has announced its airport business, SunState Aviation, helped an Angel Flight complete its

mission of delivering a woman in need of a lung transplant from Ft. Lauderdale to Gainesville on Friday, January 28. Angel

Flight is a volunteer organization of pilots that provides free air transportation for any legitimate, charitable, medically related need.

Mike Camelin with SunState Aviation received a call from Glen Huckeba, Kissimmee Gateway Airport's tower chief controller, informing Camelin of an Angel Flight plane, enroute from Ft. Lauderdale to Gainesville with a lung transplant patient, that had lost its alternator and had to land. The patient desperately needed to get to Gainesville where she was scheduled to undergo surgery to receive a new lung. SunState Aviation, a flight school, had an instrument student who was preparing to embark on a dual crosscountry instructional flight to, of all places, Gainesville. Pre-flight inspection was complete, a flight plan was filed and they were almost ready to leave. Camelin stopped the pilots before they started the engine and asked if they could take the patient the rest of the way to Gainesville. The patient was promptly transferred to their airplane, the flight plan was amended to let air traffic control know this was a priority flight and they left for Gainesville. The patient safely reached her destination to receive her life-saving surgery. For more information, call Mike Camelin with SunState Aviation at 407/944-3592. For more information about SunState Aviation, visit www.Sun StateAviation.com. For more information on Angel Flight, visit www.angel flight.com.

INTERNATIONAL FLY-IN AND EXPO Spring Break for Pilots and Friends

MARCH 29 - APRIL 3, 2011 Lakeland Florida, Lakeland Regional Airport Featuring the Blue Angels and the Centennial of Naval Aviation

F-22 RAPTOR RETURNS

PERFORM

SUN 'N FUN

F-22 Raptor Fact Sheet General Characteristics Primary Function: Air dominance, multi-role fighter Contractor: Lockheed-Martin, Boeing Power Plant: Two Pratt & Whitney F119-PW-100 turbofan engines with afterburners and two-dimensional thrust vectoring nozzles. Thrust: 35,000-pound class (each engine) Wingspan: 44 feet, 6 inches (13.6 meters) Length: 62 feet, 1 inch (18.9 meters) Height: 16 feet, 8 inches (5.1 meters) Weight: 43,340 pounds (19,700 kilograms) Maximum Takeoff Weight: 83,500 pounds (38,000 kilograms) Fuel Capacity: Internal: 18,000 pounds (8,200 kilograms); with 2 external wing fuel tanks: 26,000 pounds (11,900 kilograms) Payload: Same as armament air-to-air or air-to-ground loadouts; with or without 2 external wing fuel tanks. Speed: Mach 2 class with supercruise capability Range: More than 1,850 miles ferry range with 2 external wing fuel tanks (1,600 nautical miles) Ceiling: Above 50,000 feet (15 kilometers) Armament: One M61A2 20-millimeter cannon with 480 rounds, internal side weapon bays carriage of two AIM-9 infrared (heat seeking) air-to-air missiles and internal main weapon bays carriage of six AIM-120 radar-guided air-to-air missiles (air-to-air loadout) or two 1,000-pound GBU-32 JDAMs and two AIM-120 radarguided air-to-air missiles (air-to-ground loadout) Crew: One Unit Cost: $143 million Initial operating capability: December 2005 Inventory: Total force, 137

Lt. Col. James Hecker flies over Fort Monroe before delivering the first operational F/A22 Raptor to its permanent home at Langley Air Force Base, Va., on May 12. This is the first of 26 Raptors to be delivered to the 27th Fighter Squadron. The Raptor program is managed by the F/A-22 System Program Office at Wright-Patterson AFB, Ohio. Colonel Hecker is the squadron's commander. (U.S. Air Force photo by Tech. Sgt. Ben Bloker) The world’s only operational fifthgeneration fighter aircraft – the F-22 “Raptor” – will return to the Sun ‘n Fun International Fly-In & Expo, which will be held March 29 to April 3 on its campus at Lakeland Linder Regional Airport in Lakeland, Florida. Considered the U.S. Air Force’s newest fighter aircraft, the F22 Raptor utilizes a unique combination

of supersonic speed, stealth technology, a “see-it-to-believe-it” maneuverability, integrated avionics and improved supportability that represents an exponential leap in warfighting capabilities. “We were honored to be the first civilian aviation event to host this amazing fighter jet and we are honored to welcome Continued on Page 42

SPECIAL FEATURE: SUN ‘N FUN PREVIEW

LINDBERGH FOUNDATION DAY SUN ‘n FUN will host the third annual “Lindbergh Foundation Day at Sun ‘n Fun” during this year’s Sun ‘n Fun International Fly-In and Expo, which will be held March 29 - April 3 at Lakeland Linder Regional Airport in Lakeland, Fla. Lindbergh Foundation Day at Sun ‘n Fun – Thursday, March 31 – is designed to provide additional recognition and awareness of the internationally renowned Lindbergh Foundation and to

acknowledge the growing relationship between the two organizations. “Sun ‘n Fun is proud to engage with Lindbergh Foundation and looks forward to working on this and other activities in the future,” said Sun ‘n Fun President and Fly-In Chairman John Burton. “The Lindbergh Foundation – and Lindbergh Board member John Peterson – have coordinated an extraordinary number and variety of stimulating forums that will

SUN 'N FUN

showcase presenters who will offer their unique perspectives on aviation-related topics as well as existing and new technology and the impact they could have on our environment. These are issues that affect us all and will become more important with each passing day. The information presented will surely serve as a catalyst for ongoing discussion” Sun ‘n Fun Lindbergh Foundation Day will actually kick off the previous

evening (Wednesday, March 30), when the 2011 Lindbergh Award Celebration, hosted by Sun ‘n Fun at the Buehler Restoration Skills Center on the Sun ‘n Fun Fly-In site, will begin with a reception at 6:15 p.m. followed by a dinner and program emceed by renowned air show pilot (and Lindbergh Foundation Board member) Sean Tucker.

LINDBERGH FOUNDATION ANNOUNCES WINNERS OF 34TH ANNUAL AWARDS Recognition and Celebration to be held at Sun ‘n Fun 2011 The Lindbergh Foundation has announced that Dean Kamen, noted inventor, educator and pilot, has been selected to receive the prestigious Lindbergh Award for 2011. In addition, the Foundation will recognize GE Aviation as the recipient of its Corporate Award for Balance, and Milbry Polk, Founder and Director Emeritus of WINGs World Quest, with the Anne Morrow Lindbergh Award. These Awardees will be honored at the 34th annual Lindbergh Award Celebration and Dinner hosted by Sun ‘n Fun on Wednesday evening, March 30 during their 2011 Sun ‘n Fun International Fly-In & Expo. Beginning with the inception of the Foundation on the 50th anniversary of the famous transatlantic flight, the Lindbergh Award has been presented annually to individuals whose work has made significant contributions reflecting the Foundation’s mission of balancing technology and nature. “Dean Kamen is probably best known as the inventor of the Segway but he is also a talented singlepilot jet jockey and flies all over in his Beachcraft Premier,” said Linden Blue, chairman of Spectrum Aeronautical, LLC, and Lindbergh Foundation Board member. “However, our entire Board of Directors was extremely impressed by Dean Kamen’s lifelong dedication to helping people lead better lives through breakthrough medical innovations, such as the insulin pump.” Blue also noted Kamen’s encouragement to young people to consider a future as science and technology leaders through the FIRST Robotics program, as well as his work on energy and water purification. The Foundation’s Corporate Award for Balance is an honor bestowed on organizations whose concern for the

environment and dedication to improving quality of life are demonstrated through their business practices. “GE Aviation’s technological innovations have produced tremendous gains in fuel efficiency,” observed Larry Williams, Lindbergh Foundation Chairman and CEO of BRS Aerospace. “Their dedication to research and technology that reduce fuel consumption, noise and emissions is exemplary, and certainly worthy of Lindbergh Foundation recognition,” he added. “GE’s work is an excellent model for other manufacturers to follow.” “GE Aviation is committed to developing new, cost-effective technologies that enhance customers’ environmental and operating performance,” said David Joyce, president and CEO, GE Aviation. “We are honored to receive the Lindbergh Corporate Award for Balance recognizing our accomplishments in this important area.” Accepting the Award for GE Aviation will be Lorraine Bolsinger, president and chief executive officer for GE Aviation Systems, LLC. The Anne Morrow Lindbergh Award is presented for outstanding individual achievement, a spirit of initiative, and great dedication toward making positive contributions to our world. “Milbry’s numerous accomplishments as an author and explorer mirror those same talents we appreciated in Anne Morrow Lindbergh,” said Daniel Bennett, the Lindbergh Foundation Director and past president of The Explorers Club, who nominated Ms. Polk for this recognition. “The mission of WINGS WorldQuest dovetails nicely with the Lindbergh Foundation because it provides funding and recognition for women explorers, as well as for scientific research and education.” “Dean Kamen, GE Aviation and

Milbry Polk each represent the very best of what the Lindbergh Foundation seeks to recognize with our Lindbergh Awards,” added David Treinis, an Officer of the Foundation and Chairman of the Awards Selection Committee. “We are pleased and honored to present our Lindbergh Foundation awards to such and outstanding group, and we’re particularly excited to be partnering with Sun ‘n Fun to produce this year’s Awards Celebration Event.” Sun ‘n Fun President and Convention Chairman John Burton pointed out that, “With aviation luminaries like John and Martha King, Sean Tucker, Kermit Weeks, and other Board Members representing the Lindbergh Foundation, and an evening full of entertainment and enlightening comments by the Awardees, the Lindbergh Award Celebration is not to be missed. Sun ‘n Fun is proud to be hosting this important event, and to support the long-standing tradition of the Lindbergh Foundation.” The 2011 Lindbergh Award Celebration and Dinner will include a cocktail reception, auction, and dinner, followed by presentations by Mr. Kamen, Ms. Bolsinger, and Ms. Polk. From right top to bottom: Dean Kamen, noted inventor, educator and pilot, has been selected to receive the prestigious Lindbergh Award for 2011. Accepting the Lindbergh Corporate Award for Balance on behalf of GE Aviation will be Lorraine Bolsinger, president and chief executive officer for GE Aviation Systems, LLC. Milbry Polk has been selected to receive the Anne Morrow Lindbergh Award for outstanding individual achievement.

SPECIAL FEATURE: SUN ‘N FUN PREVIEW

SUN 'N FUN RECOGNIZES 20TH ANNIVERSARY OPERATION DESERT STORM The 20th anniversary of “Operation Desert Storm” will be recognized during the 37th annual Sun ’n Fun International Fly-In and Expo. This year’s Fly-In will take place March 29 to April 3 at Lakeland Linder Regional Airport in Lakeland, Fla. United States Army Brigadier General Rhonda Cornum and her husband, United States Air Force Brig. Gen. Kory Cornum, both served in Desert Storm and will provide their unique perspectives on the military strategies and their successful conclusion during the First Persian Gulf War. “It’s hard to believe that it’s been 20 years since Desert Storm,” said Sun ’n Fun President and Convention Chairman

John Burton. “We are honored to have these two high-ranking military veterans who so honorably served in Desert Storm and who remain in service to our country to this day. Their program will be one that Sun ’n Fun participants and guests will be talking about for a long time.” The two Generals (who are also medical doctors) will offer their insights and experiences relating to the conflict from the Army (Rhonda) and Air Force (Kory) perspectives and provide additional information on the critical roles played by other branches of the military. Both served in Desert Storm: Rhonda as a Flight Surgeon with the Army’s 2/229 Attack Helicopter Battalion flying AH-64 Apaches and UH-60 Blackhawks and

Kory as a Flight Surgeon with the Air Force’s 58th Tactical Fighter Squadron flying F-15s. During the last week of February 1991, while performing a search and rescue mission for a downed Air Force F-16 pilot, Rhonda’s Blackhawk helicopter was shot down. Five of the eight-person crew were killed. The three survivors, including Gen. Cornum, were captured by Iraqi forces and held for eight days before being repatriated. Currently, Rhonda serves as Director of the Army’s Comprehensive Soldier Fitness program - a new Army program she has built to make people emotionally strong, mentally tough and physically fit. Kory is the Commander of the Air Force

hospital at Keesler Air Force Base in Mississippi. It has been 20 years since the United States and Great Britain led a United Nations-authorized coalition force of 34 nations to reclaim Kuwait, which had been invaded by Iraqi forces led by Saddam Hussein in August 1990. Beginning with an aerial assault on January 17, 1991, and followed by a ground assault that began on February 23, 1991, and lasted less than 100 hours before coalition forces achieved strategic victory, the offensive military activity known as “Operation Desert Storm” brought the first Persian Gulf War to an end.

REMOS AIRCRAFT OWNERS TO GATHER ON WAY TO SUN ‘N FUN All Remos aircraft owners are invited to land at Sebastian, Florida (X26) on their way to the Sun ‘n Fun Fly-In this spring. On Monday, March 28, the company is hosting an open house at its new national Sales and Marketing office, beside LoPresti Aviation. There will be tours of the facilities, discussions about aircraft maintenance, free time on the Remos Flight Training Simulator, a free lunch and those who arrive in a Remos will be sent on to Lakeland with a free top off of their fuel tank. “The idea is to have a social event where we can treat our customers royally,” said Earle Boyter, Vice President of

Marketing and Sales. “Owners always enjoy seeing what others have done to customize their aircraft and learn how they’ve been using their aircraft. We will be talking about an owners’ group and our new owners’ chat room online, so there are good reasons to stop by.” Remos owners planning to attend are asked to RSVP to rick.flick@remos.com. For more information on Remos Aircraft visit www.remos.com or call Rick Flick at 772/228-8037. Remos is hailing owners to stop in Sebastian, Florida on their way to Sun ‘n Fun this year.

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SPECIAL FEATURE: SUN ‘N FUN PREVIEW

AMERICAN LEGEND AIRCRAFT COMPANY TO HOST GATHERING FOR CUB CONVOY TO SUN ‘N FUN 2011 American Legend Aircraft Company has announced that the company will be hosting a fly-in/out gathering for the 75th Anniversary Cub Convoy to Florida. American Legend is a recognized contingent leader for the 2011 Cub Convoy. The company will be coordinating a state/regional group together for the flight to Florida and mass arrival at Sun ‘n Fun Fly-In. American Legend, with the assistance of Sulphur Springs-based EAA Chapter 1094 and Sulphur Springs Municipal Airport (KSLR) officials, will sponsor a sequence of events at KSLR. Aircraft arrivals are scheduled for Friday, March 25th. That evening, a hangar dinner will be served at American Legend Aircraft Company headquarters. On Saturday morning, a group departure will

take place for an expected arrival at Perry-Foley Airport (40J) in Perry, Florida on March 26th. KSLR has both hard surface and grass runways available. Fuel discounts and free aircraft parking will be available to all participating aircraft. Camping is available on the field. Shuttles to local hotels will also be been arranged. The 75th anniversary Cub Convoy to Florida is a re-enactment of the first Cub Convoy to Florida held in 1936. The 2011 event commemorates production of Cub aircraft for more than 75 years. Beginning with the Taylor Aircraft E-2 Cub in 1931, and continuing today with the American Legend Cub, this aircraft type excels in flying pilots, students, and passengers for recreation, liaison, and pleasure.

LINDBERGH FOUNDATION

American Legend participated in the 70th anniversary celebration in April 2006, when the Convoy of Cubs arrived at Lakeland Linder Airport for Sun ‘n Fun Fly-In. In similar fashion in 2011, a gaggle of Cub aircraft will make the eight-mile final leg of their journeys to Lakeland Linder Airport in unison. Many Piper rag-wing aircraft from E-2 to PA22, and the all-new Legend Cub, are expected in the Cub Convoy. These aircraft will gather at Plant City Airport (KPCM), and then, en masse, fly out to Lakeland for an expected arrival on Monday morning, March 28th. The Cubs will land and taxi in parade fashion on the grass strip. The Legend Cub from American Legend Aircraft Company is a thoroughly modern aircraft based on the American

classic Cub. Since its introduction in 2005, the Legend Cub has led the lightsport segment as the best selling American-manufactured aircraft. The Legend Cub continues a more than 75year history of providing memorable flying experiences. The Legend Cub will make its sixth visit to Sun ‘n Fun Fly-in arriving in the 2011 Cub Convoy. The Legend Cub, Legend AmphibCub, Texas Sport kit version, and a fully restored Piper J3 will be on display during the show. American Legend will be in booth number MD-1D, located along the flight line. For further information, contact American Legend Aircraft Company at 1810 Piper Lane, Sulphur Springs, Texas 75482; call 903/885-7000; or log on to www.legend.aero.

LEAD "AVIATION GREEN ALLIANCE"

New Program Highlights Aviation Industry's Environmental Progress During its presentation at the Wichita Aero Club luncheon, the Lindbergh Foundation announced the Aviation Green Alliance (“AGA”); a new program that brings stakeholders together to address aviation’s environmental challenges. According to Lindbergh Foundation Chairman Larry Williams, “The Aviation Green Alliance has been formed to support aviation-related companies and individuals committed to proactively addressing matters regarding aviation and the environment. With a stated mission that includes “Encouraging solutions, acknowledging progress and communicating ideas,” the Aviation Green Alliance will create multiple platforms for members to share strategies, findings, progress, and ideas related to addressing

aviation’s environmental challenges.” Williams added, “It’s important for the world to know that manufacturers, operators, service companies, and individuals in aviation are quite actively involved in making measurable, scalable and valuable environmental progress.” Foundation Directors John and Martha King noted that, “There’s no question as to the value that aviation brings to our quality of life. In recent years, we have been very pleased to see so many aviation companies working diligently albeit quietly to address aviation’s impact on the environment. In creating the Aviation Green Alliance, the Lindbergh Foundation offers this coalition of concerned companies and individuals, a central and public place for exchanging information and discoveries

that benefit all aviation-environmental work.” The Aviation Green Alliance offers: 1. Up-to-date aviation-environmental news and information 2. Grant funding for the discovery and development of new and promising technologies 3. Recommended Practices for achieving measurable aviation-related conservation and sustainability initiatives 4. Educational programs and outreach showcasing industry progress and successes in addressing aviation’s environmental footprint, and 5. Recognition of member successes. Reeve Lindbergh, Honorary Chairman of the Lindbergh Foundation and noted author, stated that the Aviation Green Alliance is a step in the right direc-

tion for the Foundation formed and named in her parents’ honor. “My mother wrote that “power over life must be balanced by reverence for life.” My father once said that if he had to choose, he would rather have birds than airplanes. I think that both my father and my mother would be pleased with this innovative technology and all that it promises for birds and airplanes alike - and for all of us!” Leading the concept work and development of Aviation Green Alliance for the Lindbergh Foundation Board, Director David Treinis explained that the Foundation is accepting both general membership and “Founder’s Level” participation. Details of the Alliance, membership, benefits, and other details are available at www.aviationgreen.com.

F-22 Raptor Returns to Perform at Sun 'n Fun Continued from Page 39 it back to Sun ‘n Fun this year,” said Sun ‘n Fun President and Convention Chairman John Burton. “Whether or not you’ve seen the Raptor fly before, it will be well worth the effort to see it fly at Sun ‘n Fun. Fighter jets are capable of some pretty amazing things but this aircraft exceeds even the highest expectations. We can’t wait to see it fly again!” The Raptor made its public debut at the 2006 Sun ‘n Fun Fly-In after previously flying at several military air shows

and installations. The sleek, high-tech military jet will return to this year’s Sun ‘n Fun event and take to the skies above Lakeland on Friday, Saturday and Sunday, April 1, 2 and 3. The aircraft is powered by two Pratt & Whitney F119-PW-100 turbofan engines with afterburner that generate 35,000 lbs. of thrust per engine. Each engine incorporates “pitch axis thrust vectoring,” which greatly enhances the Raptor’s performance characteristics – especially its ability to turn on both the

horizontal and vertical axes. The Air Force considers the F-22 a critical component for maintaining America’s tactical air power superiority worldwide and claims the aircraft is unmatched by any current or projected fighter. Lockheed Martin, the prime contractor who is responsible for the majority of the Raptor’s airframe, weapon systems and final assembly, claims that the Raptor’s combination of stealth, speed, agility, precision and situational awareness, combined with air-to-air and air-to-

ground strike capabilities, makes it the best overall fighter in the world. The Raptors flying at Sun ‘n Fun this year will be piloted by members of the Air Combat Command F-22 Demonstration Team at Langley Air Force Base. The team performs precision aerial maneuvers to demonstrate the unique capabilities of Team members and to exhibit the professional qualities the Air Force develops in the people who fly, maintain and support these supersonic fighter aircraft.

March 2011

CESSNA

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EMBRY-RIDDLE AERONAUTICAL UNIVERSITY RENEW PARTNERSHIP AGREEMENT

Cessna Aircraft Company has signed an agreement with Embry-Riddle Aeronautical University naming Cessna as the schoolâ&#x20AC;&#x2122;s exclusive supplier of single-engine non-complex aircraft. This agreement covers the next six years, 2011-2017, and is similar to an agreement signed in 1997 that resulted in ERAU purchasing 196 Cessna Skyhawks from 1997 through 2010. Cessna and ERAU estimate that the new agreement could lead to orders for more than 50 Skyhawks over its duration. The Cessna 172 Skyhawk has become the best-selling, most-flown airplane in the world with more than 43,000 delivered. The Skyhawk, produced at Cessnaâ&#x20AC;&#x2122;s facility in Independence, Kan., features a Lycoming engine and a Garmin G1000 avionics package. â&#x20AC;&#x153;We are pleased to expand our relationship with Cessna. The agreement is mutually beneficial and will serve to pro-

vide Embry-Riddle with quality training aircraft, scholarships for our students, and joint advertising opportunities. It represents a positive step in strengthening the relationship between the worldâ&#x20AC;&#x2122;s leading aviation and aerospace university and a clear leader in the manufacturing of general aviation aircraft,â&#x20AC;? said Dr. John P. Johnson, president of ERAU. The university, which has been operating Cessna aircraft for 40 years, currently has 68 Cessna aircraft of various models out of a total fleet of 95 aircraft. ERAU aircraft amass nearly 85,000 flight training hours annually. â&#x20AC;&#x153;Cessna is proud to continue a longstanding and mutually beneficial relationship with Embry-Riddle,â&#x20AC;? said Jack J. Pelton, Cessnaâ&#x20AC;&#x2122;s chairman, president and CEO. â&#x20AC;&#x153;The single-engine team at Cessna is committed to providing the reliability and support ERAU needs to meet its vision of innovation and excellence in

aerospace education.â&#x20AC;? The new agreement also includes the purchase of four Cessna Skycatcher light sport aircraft. The Skycatchers have already been delivered, with two going to ERAUâ&#x20AC;&#x2122;s flight team on the Prescott, Ariz., campus and two going to the flight team at the Daytona Beach, Fla., campus. Founded in 1926, Embry-Riddle

Aeronautical University is the worldâ&#x20AC;&#x2122;s largest, fully accredited university specializing in aviation and aerospace. ERAU educates more than 34,000 students annually at its two residential campuses, through an extensive network of education centers and through online learning. For more information, visit embryriddle.edu.

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March 2011

Green News

CESSNA WINS ENVIRONMENTAL AWARD Cessna Aircraft Company was named the winner of a 2010 Clean Air & Sustainability Award during the City of Wichita’s Regional Energy Summit. Cessna was selected by Wichita and the Metro Air Quality Improvement Task Force for its efforts to improve and preserve air quality in the four-county metro area and for incorporating sustainability

measures in company operations. “It is very satisfying to have our efforts recognized during this important summit,” said Dan Rogers, Cessna’s manager of environmental resources. “The entire Cessna community has embraced these initiatives and we are well on our way to our company goal of a 20 percent reduction in greenhouse

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COMMITTEE TO ESTABLISH UNLEADED AVGAS EVALUATION PROCESS By AOPA Communications staff The FAA has created a joint government/industry committee tasked with defining the process by which an unleaded fuel specification can be developed and against which potential solutions can be compared. FAA Administrator Randy Babbitt signed a charter establishing an aviation rulemaking committee (ARC) to advise the agency on the move toward an unleaded fuel specification. The move comes in response to a request by the General Aviation (GA) Avgas Coalition, which includes AOPA, the American Petroleum Institute (API), the Experimental Aircraft Association (EAA), the General Aviation Manufacturers Association (GAMA), the National Air Transportation Association (NATA), the National Business Aviation Association (NBAA), and the National Petrochemical and Refiners Association (NPRA). “This is a much needed step in the process that will ultimately determine how the aviation industry reaches an unleaded fuel solution,” said Rob Hackman, AOPA vice president of regulatory affairs and liaison to the GA Avgas Coalition. “While the move toward an unleaded aviation fuel has been spurred by an Environmental Protection Agency action, it is the FAA that must approve new fuels, ensuring they provide adequate safety. “Essentially, while the EPA can regulate what comes out of the tail pipe, the FAA has to regulate what goes in the fill pipe.” In the charter creating the committee, the FAA recognized the significance of the issue, both to the aviation industry and to the larger economy. “Various elements of the General Aviation (GA) community have voiced their concerns with the potential consequences of a disruption of the supply of lead-containing avgas,” reads the document. “This would have significant economic consequences that would

impact a large number of people.” “In July 2010, the FAA was approached by the GA Coalition to take a leadership role in the industry efforts to develop and deploy an unleaded avgas,” the charter continues. “This Unleaded Avgas Transition ARC charter is being established in response to this request.” Unlike other ARCs which suggest regulatory language to the FAA as it considers new rules, the Avgas Transition ARC will help the FAA design the process by which potential solutions will be approved for use in aircraft. The ARC will be working on a tight timeline. The charter is valid for six months, with an option for the FAA sponsor, the manager of the Engine and Propeller Directorate, to extend the charter for an additional six months. The committee is tasked with several priorities: • Investigate, prioritize, and summarize the current issues relating to the transition to an unleaded avgas; • Consider numerous factors relating to unleaded avgas when performing this activity; • Identify the key issues and recommend the tasks necessary to investigate and resolve these issues; • Upon completion of this study, provide recommendations for collaborative industry-government initiatives to facilitate the development and deployment of an unleaded avgas with the least impact on the existing piston-engine aircraft fleet; • Provide reports with written recommendations to the Director of the Aircraft Certification Service, as appropriate. “The avgas transition rulemaking committee is a vital early step in the journey toward an unleaded future,” concluded Hackman. “Its work will provide the information needed for an orderly transition.”

March 2011

Marilyn Dash’s

www.inflightusa.com

The Pylon Place

THE WOMEN ast month, we talked about Women in Aviation and I shared with you some of my mentors along my path. This month, I’d like to share with you a little about the women who have raced at Reno. Since there is really no definitive source on all of this, I’m relying on the facts I have been able to gather through RARA and through conversations with other racers. If any of this is incorrect, I apologize – please contact me with the correct information.

RENO AIR RACING

Through the Years The numbers are not remarkable. Over the 47 years of Air Racing at Reno 24 women have raced. The Biplanes take the lead with nine women; Formula 1 has had seven; Sport Class has had two; T6 had three; Jets have had two and Unlimited had just one. Several others have attended PRS and have been listed as racers, but have not actually put up a qualifying time or completed a race. The first woman to race at Reno was Connie Marsh in the Biplane Class. Connie started in 1969. She was about 90 lbs soaking wet with dimes in her pockets and the Biplane Class decided her size was a benefit for her. They required her to be weighed and decided to add ballast to her aircraft to make up for her diminutive size. Another Biplane Racer at the time was also under the 150 lbs arbitrary number the Biplane Class chose. He told me about going into town and getting as many silver dollars as he could and he wore a heavy leather jacket with many pockets to hide the coins he used so he didn’t need to add ballast to his own aircraft. Her first year, Connie flew Lowers Special, a Smith Mini Plane. This model is rarely competitive in the Biplane Class and all of the angst was for nothing, real-

No Surprise - Formula One has had the second highest number of women racers. (Tim Adams) ly. The next year, she returned with the Hill Mong and was more competitive. But, she broke the barrier and slowly but surely women started to become Air Racers. In 1970 Connie was joined by Joan Alford. Joan flew in the F1 Class in Pogo for two years. In 1971 Joan was joined by Judy Wagner flying the Wagner Solution. She became the first woman to win a Formula 1 race – actually any race at Reno. Judy raced The Solution from 1971 until 1981. This plane was renamed Judy and has returned to Reno with new owner Holbrook Maslen. Colene Giglio was the first woman to race in the T-6 Class starting in 1974. T-6s raced at Cleveland in the late ‘40s in the Halle Trophy Races with all women pilots. Colene raced until 1977 and last I heard she was running a Flight School at Long Beach Airport. Erin Rheinschild is the sole Unlimited Racer. She raced from 1990 to 1992 in Miss Fit. She won the Bronze in 1990. Then in 1992, she qualified, and her husband Bill ended up racing the airplane. I’ve always wanted to meet Erin. I understand she was highly respected by the “brethren.” Bill continues to race but Erin has not returned. Bill owned the Sea Fury named Bad Attitude and still owns

Over the years, Biplanes have attracted the most women racers.

(Tim Adams)

Risky Business, a beautiful P-51 Mustang. Lori Love raced in the F1 Class from 1983 to 1995. The Scholl Special was owned by Chuck Wentworth. She showed up her first year with an all female crew. She later raced Flying Dutchman for Tommy Aslett. From what I’ve been told, she was highly respected as a pilot and enjoyed her years racing. She moved on to other flying adventures after her racing days concluded. In 2007, her plane was lost while flying over

Western Africa. In 1985 Patti (Nelson) Johnson joined the races. She flew Spring Fever and then Miss USA in Formula 1. Adding the Biplane Class to her resume in 1992, she flew Full Tilt Boogie, winning the Biplane Gold in 1993, 1995 and 1996. She was a member of the U.S. Aerobatic team in 1980-82, winning one gold, three silver and two bronze medals. She was also Women’s National Aerobatic champion in 1982. In 1987, Peggy Penketh decided to race in the Biplane Class. Her husband at the time, Mike Penketh, had been racing for a few years and had recently built a new racer. His old racer was her way into the game. She flew for three years in Biplane #4 (same number I have now) called Passion Pitts. Peggy is now married to long time racer Tom Dwelle and can usually be found in the Dwelle Pit Area. In 1987, Katharine Gray joined the Continued on Page 46

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March 2011

Aviation Ancestry Continued from Page 29 believed that the wing failures were due to pilots “over-stressing” the aircraft, and flying (albeit with some airspeed and “g” force restrictions) resumed. All was apparently well until a few more F-89Cs were lost due to wing failures in July and in September of 1952. These problems, as well as the delays that were occurring with the F-102 program prompted the Air Force to look at the McDonnell F-101 (which was designed as a long range escort/fighter-bomber) as a possible interceptor aircraft for the Air

Defense Command. Nevertheless, Northrop began to redesign the F-89 in November of 1952, and the main changes involved strengthening of the wing spar and the installation of fins on the wing-tip tanks. The Air Force then began to return its F-89Cs to Northrop, so that the modifications could be made to existing aircraft. Besides having to do all of this extra work, Northrop was responsible for ferrying the aircraft back to the plants for the modifications; the Air Force refused to let its own pilots make these flights.

All-told, the F-89 wing modifications wound up costing roughly $17 million. Further, the first modified F-89Cs were not available for use by the Air Force until January of 1954. By the end of that year, the F-89 C was considered to be obsolete; consequently, the “C” models were transferred to Air National Guard squadrons. In the meantime, one of the earlier F-89Bs had been re-built as a YF-89D. The F-89D differed from previous versions mainly in that it was armed with rockets only. The rockets were actually launched from the noses of the wing-tip fuel tanks. The wisdom of launching rockets from fuel tanks may seem questionable, but the danger was offset by

venting the rockets exhaust gases and heat away from the aft section of the tanks. The F-89D was also equipped with a more powerful version of the Alison J35 engine and an additional fuel tank in the nose. Despite its perceived potential, the F-89D was initially included in the grounding order along with the F-89C. Once the order was lifted (in November of 1953), and the F-89D was flying in Air Force service, problems with even this variant became apparent. The wings were still not as strong as they should have been. This resulted in the airspeed being limited to 425 mph below 25,000, and maneuvers could not exceed 5 Gs. On top Continued on Page 56

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Continued from Page 45 Formula Class in Pogo – the same aircraft Joan Alford raced in the early 70s. In 1994 Katharine moved over to Geronimo, a GR-7 designed by Robbie Grove. Also in 1987, Linda Finch joined the T-6 Class. She raced until 1992. In 1997, Linda participated in a recreation of the final Amelia Earhart Flight in a 1935 Lockheed Electra 10E. Wisely, Linda’s Electra was outfitted with a GPS and was modified to carry 1800 gallons of fuel, compared to Earhart’s estimated 800 gallons. It took her 10 weeks to make this trip. Madelaine Kennedy flew in the F1 Class from 1990 to 1994, in Video Cassutt (cute play on words) and later Fandango. I believe she still owns her Cassutt. Bonnie Warner may be a name you will remember from the Winter Olympics. She competed in the Luge and Bobsled. After the 1988 Winter Olympics in Calgary, Bonny received a $10,000 scholarship and decided to earn her pilot’s license. She added the Reno Air Races to her resume with the coaxing of fellow racer Randy Howell. She flew only one year. Lynn Getchell raced one year, 1994, in Okie Twister. She was the wife of popular warbird pilot Ellsworth Getchell who owns one of the remaining Bristol Centaurus powered Sea Furys. Mary Dilda joined the T-6 Class in 1996. She and her then husband Steve, shared flying duties for Two of Hearts for years until she won the coin toss and he bought Felix. She first won the Gold in 1997 in Mystical Power. She won again in 2005. She also raced in the Jet Class from 2002 to 2004, winning the Gold in 2003. Mary is the only woman to have

won Gold in two different classes at Reno. Jackie Warda raced Biplane from 2002 to 2004, leaving to fly airshows. Vicki Cruse and I attended PRS together in 2003. Vicki raced her Glasair intermittently between 2003 and 2006. When she wasn’t racing at Reno, she was preparing to fly at the National Aerobatic Championships to complete her other goal of being the USA’s National Aerobatic Champion. She accomplished this in 2007 and was killed in 2009 at the World Aerobatic Championships. Before her untimely death, she was being touted as a front runner for Steve Fossett’s LSR Driver. She was a racer and a competitor all the way. In 2006, Leah Sommers, Erica Hoagland, and Amber Applegate were all Rookies in the Biplane Class. Due to a paperwork issue, Amber was unable to compete that year. Leah and Erica finished in the Bronze. Later Leah would come back, and I believe she will race again in the future. Erica left the Biplane Class and moved to the Formula 1 Class in 2008. She was unfortunately lost during a training flight that year. Casey Erickson joined the Biplane Class in 2008 and is likely going to continue competing. In 2010, both Heather Penney, daughter of John Penney, and Vicky Benzing attended PRS. Heather raced in the Jet Class and Vicky raced in the Sport class in Vicki Cruse’s Glasair as a tribute to her late friend. That’s it, in a nutshell - the 24 women who have raced at the Reno Air Races since the beginning. I can only hope this is just the beginning and women will do more for the sport in the future. Until next time .. Fly low, Fly Fast and Turn Left.

March 2011

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MIRROR, MIRROR, ON THE WALL, I THINK HIM ONE PILOTS OF THEM ALL!

OF THE

BEST

By Herb Foreman ost of his friends just call him “Butch.” I have been flying from the San Carlos Airport since 1971 – 40 years. Becoming a “pilot” was the greatest decision I have ever made. I have loved every minute of it – well, nearly every minute. A couple of in-flight engine failures caused some thought about it but even those events caused me to become a better pilot. I lost my medical a few years ago but have continued to interact with the flying community by writing about the many pilots I have met along the way. I am continually amazed at the talent that comprises this group of men and women. I have written nearly 500 profiles of pilots, both men and women. One, in particular, causes me to measure others by his expertise: Richard (Dick) Pfieffer. Most of his friends just call him Butch. My first article about him was written in 1997. I keep coming back as I learn more about his career. I have owned three airplanes and have about 4,000 hours in my logbook and am instrument rated. I like to think I am a pretty good pilot but compared to Butch, I am a mere novice. Butch was born in Southern California in 1939, and raised on FBOs operated by his parents, Madeline and Joe Pfieffer, from the Los Angeles basin to the Columbia Airport at the northern end of the San Joaquin (California) valley. By the time he was 16 and able to qualify for his private license, he had more than 300 hours in his logbook. One of the little known events in his early life was his participation in the 1957 Universal movie, Tarnished Angels, starring Rock Hudson, Dorothy Malone, Robert Stack and Jack Carson. It is the story of a World War I ace barnstorming across the country trying to scratch out a living for himself, his young wife and son. Stack is cast as the pilot. Hudson is a journalist who wants to write a story about them and falls in love with Malone. The story depicts the air races that were taking place during the early 1930s. Nine planes are involved in the flight around a closed course at Mission Beach, north of San Diego. Butch’s father Joe, flies a Phillips Sky Lark in the picture while Butch ferries the planes to and from their FBO at Santa Susana Airfield in Simi Valley, now occupied by a shopping center. Imagine the respect he received from the stars and the camera

Thirty-Nine Airplanes of Recent Memory

There are few men or women that have flown as many hours or in as many different types of aircraft than Richard (Butch) Pfieffer. I am sure his flight time exceeds 30,000 hours over a long and illustrious career. Recently, I asked him how many different types of just biplanes had he taken to the air. We sat in the Sky Kitchen for a few minutes while he thought about it and jotted the names down of those he could remember: Richard (Butch) Pfieffer with one of the three Christen Eagles that he built in partnership with John Conterno. (Herb Foreman) people as he darted through a hole in the overcast and landed on a strip of wet sand near the water. At age 17, he graduated from high school three weeks later. About the Stars: Butch was impressed by the beautiful Malone. She did many scenes dozens of times seeking perfection. Stack, who played the hero pilot was an amiable, garrulous person who was easy to talk to. Hudson appeared haughty and aloof. He could not remember Carson who had the role of mechanic. (It was 54 years ago!) Butch Pfieffer (Herb Foreman) On to college… Butch enrolled at Cal Poly in San Luis Obispo but continued to fly from the FBOs that Joe operated in the San Joaquin Valley, Porterville and Columbia. He became a proficient mechanic and learned the art of applying fabric. He had the ATP license at age 19. Three weeks before graduation from college, he was offered a job flying a B17 for fire suppression. Yes, he never picked up the sheepskin but had many wonderful hours in the big Cub. I saw a picture of him looking out the window of a B-17 with all four engines feathered so Butch’s father Joe sitting on a wheel of that he could test the best glide slope. the Phillips Bi-Plane Tuf-A-Nuff. Press him hard enough and he might tell you about the time he looped the B-17. He is thoroughly familiar with aerobatics. At one time, he owned a Sopwith Pup and French Nieuport that he helped his dad build. Uncle Sam Calls: In 1962, Uncle Sam called Butch for service in Viet Nam. He went from fixed wing aircraft to helicopters racking up more than 600 hours in the whirley birds. While still in training, he talked his CO into letting him start a “Flying Club” so that recruits The field in Mission Beach, north of San could learn to fly in their off-duty hours. Diego where the picture, Tarnished For a small hourly charge, he managed to Angels was filmed. Continued on Page 48

1. Phillips 2. Great Lakes 3. Fleet 4. Stearman (three kinds) 5. U.S. Navy, N3N 6. Eagle, two kinds 7. Marquart Charger 8. Sopwith Pup, Rotary engine 9. Nieuport II – X1 Rotary engine 10. New Standard, D-25 11. Waco, six different models 12. Curtiss Jenny 13. Standard J.1 14. Staiv 15. Pitts, S1 and S2 16. Smith Mini plane 17. Knight Twister 18. Starduster (three different models) 19. Toucan, turbine powered 20. Beech Staggerwing 21. Grumman Ag Cat 22. Laird 23. Ryan, Modified PT-22, one of a kind 24. Phillips Fleet 25. Command-Aire 26. Eaglerock 27. MyersOTW 28. Travel Air 29. Mong 30. Meyers Little Toot 31. Bristol Scout 32. Bucker Jungmann 33. Bucker Jungmeister 34. EAA Biplane 35. HyperBipe 36. Steen Skybolt 37. deHavilland Tiger Moth 38. deHavilland Gypsy Moth 39. Thomas-Morse Scout Note: When considering different models of the above, the number rises to 50.

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REMOS GX PERFORMS FLAWLESSLY IN NORTH DAKOTA COLD WEATHER TESTING Remos Aircraft has recently completed a cold weather testing program in Grand Forks, North Dakota. The aircraft was taken to the northern region by the Remos factory in an effort to determine how the aircraft would perform in extreme cold environments. According to Early Boyter, Vice President of Marketing and Sales for REMOS, “The Remos GX performed without a flaw during the two-day exercise. The GX flew 10 missions at temperatures as low as minus 11 degrees Fahrenheit with the wind chill rated at minus 30 degrees F. It started promptly in every instance, quickly reached safe operating temperatures and kept the occupants warm and comfortable with plenty of cabin heat.” Remos had prepared for the exercise with the installation of a Tanis Heater Kit and an inline thermostat to help keep the engine temps within operating limits. The flights took place over a period of two days and were spaced with up to 11/2 hour cool down periods between flights. During the cool down periods, no engine heat, blankets or auxiliary heat was allowed. Shortly after boosting the Grand

Remos aircraft has completed flight testing in frigid winter conditions in North Dakota. Forks economy with the purchase of coats, hats scarves and gloves for the Remos staff, Boyter went on to say: “We are used to cold weather operations in Rogers, Arkansas, but this took the challenge to a whole new level. It was great to see the aircraft perform so perfectly in these conditions.” The opposite extreme is demonstrated in Sebastian, Florida, at the company’s East Coast Sales and Distribution Center. At that location, the aircraft regularly flies with the doors off to provide natural air-conditioning to students and owners who are generally in shorts and T-shirts. For more information visit www.REMOS.com or telephone 877/ REMOS-88.

Richard (Butch) Pfieffer Continued from Page 47 buy 10 planes. Both officers and enlisted men were able to join. They flew from airfields at Fort Rucker, Camp Walter, and Fort Benning in Georgia. After discharge in 1966, it was not long before United Air Lines interviewed him for a 33-year career. By the time he retired, he had flown 324 different types of aircraft and has added a few more since that time. The smallest was the Midget Mustang and the largest was the great Boeing 747-400. Butch has 1,500 hours in the widebodied DC 10 and retired as Captain of the 747-400. Oh yes, Butch is one of the most active members of the San Mateo Sheriffs Air Squadron and his role includes the title, Commander. He figures he has more than 2,000 hours in the county’s aircraft, presently a C-206. Before and after his retirement from United, he and his good friend John Conterno constructed three Christen Eagles. (He worked on the Eagle’s original design with Frank Christensen.) The third Eagle was to be his personal plane after retirement. It is highly modified with a longer fuselage and larger gas tank

with a second gas tank in the upper wing, the two holding a total of 35 gallons. He hung an IO-540 on it with a large threebladed prop he bought from aerobatic pilot Cecilia Aragon. The combination produces a fantastic climb rate and a faster cruise speed, resulting in a real “screamer,” the Super Eagle 300! He found a new friend after retirement, David Kirvinen, who was building a highly modified Pitts S-2C with a 750 hp Walters turbine engine and huge fourbladed prop. He helped in the construction and is one of four pilots to fly this powerful bird named the Yellow Turbine Toucan. It literally explodes on take-off and can hover like the Harrier. David is currently looking for a sponsor that would like to advertise at World Wide Air Shows. I am sure I could uncover a good deal more about Butch. I know he was involved in a second movie concerning the helicopter. It had a nine-year run on television under the title of Whirley Birds but I think I have made my point described in the title of this profile: Mirror, mirror on the wall…

March 2011

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March 2011

Flying With Faber

DO I LIKE LAS VEGAS?

Stuart J. Faber and Aunt Bea never thought that I would utter these words: I love Las Vegas. This is from a guy whose idea of paradise is sleeping in a tent alongside a rambling river in the Yukon Territory. Although my career takes me to many of the world’s most luxurious hotels and world-class restaurants, my personal tastes are more pedestrian. Except for grand opera, I am not a huge fan of extravagant theatrical productions. I can walk through the most enticing casino and not even drop a dime in a slot machine. I am not an enormous fan of glitzy places, throngs of crowds, bright lights and faux designed hotels. If I have a yearning to gaze at the Eiffel Tower, I’ll go to Paris and gaze at the real thing. Don’t get me wrong. I have no aversion to swanky surroundings and exquisite cuisine. I am not put off by a reasonable level of pampering so long as it is executed without a put-on tone of superciliousness – and so long as I can retreat from the chambers of hedonism when I’ve had enough.

Memories of Las Vegas Past My introduction to Las Vegas occurred in the 1950s when, for about $20 per person, we would board a rickety plane (I think it was a Martin 404), at Burbank Airport, (KBUR), be treated to music on the plane’s piano bar (I often wondered how the plane did not exceed CG limits), and be whisked off to the Hacienda Hotel. Once there, we were treated to gambling, swimming, perhaps a show and an endless buffet. My reason for participating in this whimsical journey was to savor the flight experience and then cruise the hotel buffet. Admittedly, in those days, I viewed quantity and quality as one in the same. Today, my culinary tastes are considerably more discriminating. From the 50s until recently, I generally avoided Las Vegas. In the interim, the city has matured. In the 50s, it was a rough and tumble place – or even worse. Today, the city is more gentrified. Las Vegas is unquestionably

grandiose, but in a classier and more sophisticated way. Today, there is a choice. A visitor can select just about any level of experience, mood or ambiance that he or she may desire. Imagine my astonishment when, years after of my hiatus from Las Vegas, I landed at KLAS, hopped in a car, headed to the corner of Las Vegas Boulevard where in previous years I had grazed the buffets of the Hacienda Hotel. This legendary edifice was nowhere to be found. The vestiges of the last buffet had long disappeared. In its place, the majestic Mandalay Bay Hotel had emerged from the ground.

Las Vegas for Those Who Don’t Like Las Vegas I’ve heard most of the reasons for disliking Las Vegas: oppressively hot, congested streets, impenetrable sidewalks and excessive glitz. My recent visit to the Mandalay Bay Hotel and a few other MGM Resorts hotels put those reasons to rest. I was able to dine in worldclass restaurants, tuck myself away in a fancy suite, visit shops, attractions and theater, plus hang out on a sandy beach – all with minimal excursions from the hotel. Were I a golfer, the hotel, for a reasonable fee, would have transported me to their private course, Shadow Creek. Cardiologists would be shocked to learn that I devoured more steaks in five days than I generally allow myself in more than six months. Each steak was top-notch, and all at prices substantially less than their New York, Los Angeles or Chicago counterparts.

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Mandalay Bay Hotel Lobby. (Courtesy MGM Resorts International)

Immediately after I check into a hotel, I customarily work my way down to the lobby and take myself on a comprehensive site inspection of the property. As I embarked on my tour of the Mandalay Bay, I soon discovered that I was in for quite a hike – four hours to be exact – and I walk at an extremely fast pace. The Mandalay Bay is more than a building. An endless complex of three hotels, more restaurants than I could count, a casino, shopping center, convention center and much more, it is actually a small city within its multiple walls. Anything that is for sale in the average city is available in this hotel – except corrupt local politicians. Even more inviting was the fact that a guest can elect to be one of the crowd for one moment, then retreat to his or her own little corner of the property the next. There were times when It felt like I was the only person in the building. I emerged from the elevator and walked through the lobby. At one end, under the same roof, was the entrance to another hotel, The Four Seasons. “That’s strange,” I thought. “Competition right on the premises.” I walked through the casino, which I soon discovered was much more than a gambling hall. It was, in essence, a highway on each shoulder of which was a succession of restaurants, coffee houses, boutiques, gift shops, and saloons. As I arrived at the other end of the casino, the mood changed dramatically. I was in the middle of one of the most refined, idyllically designed ultra modern hotels I have ever visited. “One more hotel,” I thought. But this was more than a hotel. This was The hotel! Indeed, it is spelled, THE hotel. Add up the rooms in the three hotels and the total comes to over 4400! I doubled back through the casino and soon was in the midst of the 1.7 million (yes, million), square foot meeting, convention and exhibit compound. Any meeting from the size of a small family get-together to a major trade show can be held in this center. Next, I noticed a 1700seat theater where the Lion King is currently in house. Then I passed the House of Blues and a wealth of other night clubs and bars. I meandered through Shark Reef, an aquarium which houses more than 2,000

aquatic animals including 15 species of sharks. Mandalay Bay also has a Cardio Center, a spa and, if you run out of things to do, two wedding chapels. I was ready for a nap, so I decided to lie on the beach – that’s right, a beach in the center of the desert. In the heart of the hotel is an outdoor, 11-acre lake surrounded by a sandy beach not to mention a wave pool, several other swimming pools and 100 cabanas. The rooms at the Mandalay Bay are among the best in town. Combining understated elegance with modern-day conveniences, each room type assures a perfect night’s rest with pillow-top mattresses and plush down comforters. Ranging in size from 550 to 1,500 square feet, the accommodations have floor-toceiling windows, spacious tubs, separate glass-enclosed showers, twin vanities, fully stocked minibars and two flatscreen televisions – a 42-inch HDTV plasma in the bedroom and a 15-inch LCD in each bathroom. Additional features include wireless high-speed Internet access, cordless phones with dual lines, iHome clock radios for iPods, in-room safes and his-and-her closets. At 550 square feet, the Deluxe Room is as refined as it is comfortable. Vibrant hues of orange and teal intermix with neutral shades of cream and tan to create a tranquil environment while generous-sized bathrooms, rich in granite and marble accents, invite guests to further unwind. Each deluxe accommodation also features a spacious living/ office area complete with glass-topped desk and relaxing modular seating for four. The Spa Suite offers guests 600 square feet of luxury with the addition of an extended living/office area complete with a uniquely styled “playpen” couch allowing face-to-face seating-plus a multi-jet spa tub. The Extra Bedroom Suite, ideal for a small gathering of family or friends, is a 1500-square foot suite with two bedrooms, each with a separate, private bath, plus a living-dining area with seating for seven. Located on the top three floors of Mandalay Bay, accessible via key-card only, the 1050-square-foot, one bedroom Sky View Suite showcases the ultimate in polished luxury and modern pizzazz. Continued on Page 51

March 2011

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Flying WIth Faber Continued from Page 50

Accomodations for a King or Queen If you require even more space, MGM Resorts International has additional options. Skylofts at MGM Grand, 3799 Las Vegas BL., Las Vegas, NV, 877MGMLOFT

you to assist in pre-arrival plans. Arrangements are made for your transfer from the airport in a Maybach limo, plus reservations for dinners, shows and other events. Make your request for special amenities for your room and they will be there when you arrive. Arrival is at a special gated entrance where we were whisked to the suite by private elevator. Amenities in the suite include 24-hour private concierge and butler, high level residential furnishings and surroundings, flat screen TV by every bath tub, a steam room in the master bathroom and a custom TV and entertainment center. Villas at the Mirage, 3400 Las Vegas Boulevard, Las Vegas, NV, 702/791-7111

Skyloft at MGM Grand. (Courtesy MGM) I was thrilled with the ultra-modern grandeur and level of service offered at the Skylofts at the MGM Grand Hotel. These luxurious getaways are actually two-story apartments located on the top floors of the hotel. Prior to your departure from home, a private concierge contacts

CHINO AIRCRAFT SALES

Living Room-Villas at the Mirage Hotel. (Courtesy MGM Resorts International)

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World-Class Restaurants Humdrum hotel cuisine is a thing of the culinary past. Many of the world’s celebrity chefs have found their way to Las Vegas and the hotels. I discovered some great restaurants with the following at the top of my best-ever list. Kokomo’s, Mirage Hotel, 3400 S. Las Vegas Boulevard, Las Vegas, 866/339-4566

Kokomo’s Restaurant at the Mirage. (Courtesy MGM Resorts International) A great steak always begins with a superior grade and cut of beef. However, I am convinced that one could present the Continued on Page 52

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

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

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

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

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

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

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

1969 C150, square tail, 358 SMOH, $16,950. 1981 152, 1150 SMOH, new paitn & interior. New annual. $29,500. 1977 C172, 1450 SMOH, late paint, IFR. $37,500. 1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

1979 TOMAHAWK, in license $17,500 OBO.

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

WE RENT TWINS CHEAP!

1979 TOMAHAWK, 1310 SMOH, low price, offer.

1956 CESSNA 310 - $80/hr.

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

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

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

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I’m not easily surprised, especially in Las Vegas, but as I was escorted from the bustling casino through a plain, unmarked door into what I anticipated would be a broom closet, I found myself in an expansive corridor where the mood changed dramatically. The sumptuously decorated hallway led to a series of some of the most palatial living quarters I have ever seen. Housed in a two-story obscure wing of the Mirage are impeccably designed villas ranging in size from 3500 to 5000 square feet and in décor from 18th century traditional to exquisitely refined contemporary. Not only is there a separate entrance from the interior of the hotel, guests are driven to the Villas compound through a gated parking lot in a special limo. In this bustling city, things don’t get more private and secure than the Mirage Villas. A few of the special amenities include a private lap pool, spa, mist system and putting green in the private backyard, gas fireplace, touch-screen to control everything from drapes to TVs, putter and golf balls, guest bedroom, Dell computer, TV and internet access, heated toilet seats and TVs in each bathroom. At

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

Low cost Twins for rent & training. Seneca, C310, C340, C421 with safety pilot. Cherokee 160 IFR trainer dual KX155 with simulator lessons. Build complex/high performance time in a Cessna 210. DISCOVERY FLIGHTS $50! Flight instruction single/multi engine, IFR, BFR, IPC

Celebrating Twenty-Seven Years of In Flight USA

Flying With Faber Continued from Page 51 identical grades of beef to three different chefs and the results of each in terms of flavor and texture would be poles apart. The difference is in the technique and the dedication to the end product. I recall a friend of mine who fancied himself as a great cook. Consistently, he would select a gorgeous, superior USDA prime rib steak and ruin it every time. The decor of the restaurant is over the top. Interior rainforests, waterfalls a sparkling lagoon and streamlined tables and chairs set the stage for an evening of excitement. One could anticipate that the design would be too Disneyesque, but in this instance, the ambiance was delightful and not the least bit overbearing. The chefs at Kokomo achieve perfection with astonishing consistency. We started off with a spiraling tower of some of the freshest seafood we have ever had. This monstrous presentation practically required a forklift to get it to the table. Over a bed of ice was a tantalizing array of lobster tails, King crab claws, Alaskan crab legs, blue point oysters and jumbo prawns. A 24-ounce certified Angus Porterhouse steak caught our eye as it traveled past us to another table. We were unable to ambush it, so we ordered one of our own, which turned out to be an astute decision. We could almost taste the sizzling steak as it approached the table. An incision through the charred mahogany

surface revealed a bright red interior oozing with natural juices. We also sampled a 2-inch thick veal chop. It takes considerable skill to cook a veal chop of this size without a dry result. This version, served with a Marsala reduction, was flawlessly prepared. A side dish of fresh, plump mushrooms was outstanding. The traditional steakhouse side of fresh spinach au gratin was also a hit. Tom Colicchio’s Craftsteak, MGM Grand Hotel & Casino,3799 Las Vegas Bl. S., Las Vegas, NV., 702/ 891-7317

Craftsteak Restaurant at the MGM Grand. (Courtesy MGM Resorts International) What do you get by combining James Beard Award-Winning Chef Tom Colicchio with a glossy new restaurant design, food products from small family farms which are just hours out of the ground, an extensive wine list, Kobe beef and stellar service? The answer is one of the best steakhouses in the United States. Mainstays include a variety of prime U.S. beef, milk-fed veal, salmon and lobster. The organic vegetable selection,

most of which hails from California farms, is incredible. The roasted baby beets are a rare treat. Wild arugula with shaved Pecorino and pine nuts is almost a meal in itself. For groups of two or more, the Chef’s Beef Selection is a beef lover’s paradise. You can select from Angus Prime 28-day aged beef or the superlative Wagyu Beef, either Japanese or Australian. Or, use your casino winnings and try the Australian A5 grade beef with a lobster. Sage, Aria Resort & Casino, 3730 Las Vegas Boulevard, Las Vegas, 877/230-2742

Sage Restaurant at the Aria Hotel. Great food, stunning ambience. (Courtesy MGM Resorts International) Aria Hotel is the centerpiece of the new CityCenter. The hotel is a remarkable study in 21st Century decor. Sage offers a respite from the hustle-bustle of the casino and other turbulent public spaces. The dining room is intimate, sophisticated and very relaxing. Critically-acclaimed Chef Shawn McClain combines farm-to-table pro-

March 2011

duce, artisanal meats and sustainable seafood with an emphasis on simple, clean flavors and seasonal ingredients. Mirroring the chef’s commitment to seasonality, cutting-edge mixologists infuse the fresh fruit purees, boutique liquors and home-made bitters into daily cocktail offerings. I started out with a plate of fresh Kushy oysters. Generally, I abstain from the sauces, but the piquillo pepper and Tabasco sorbet with aged tequila mignonette were an exciting enhancement. The seared black and blue tuna with a baby artichoke, quail egg and white anchovy was a sensation. I was then introduced to braised veal cheeks – prior to this experience I had never even kissed a calf on the cheek. Braised four hours with king trumpet mushrooms and polenta, this meat was assertively flavored and butter-tender. A bluenose grouper from the South Pacific was pan roasted with chanterelles, charred leeks and parsley root. I also was thrilled with a risotto filled with mouthwatering chunks of butternut squash and lobster mushrooms. RM Seafood, 3930 Las Vegas Boulevard South, Las Vegas, NV., 702/632-9300

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Located in Mandalay Bay Place, RM Seafood is operated by Rick Moonen, one of the most enthusiastic chefs I have ever met. He is dedicated to more than merely cooking and making a buck. He loves to teach. He exudes an uncompromising passion for the sustainability of the bounties of the sea. We started with Rick’s raw bar. There is generally an enticing selection of Littleneck clams, blue point oysters or steamed mussels. Many of his seafood entrees are infrequently found on menus. For example, the red hake is simmered in Mirin and served with escarole and white Continued on Page 53

March 2011

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Flying With Faber Continued from Page 52 by a massage using a special naseberry beans. This fish was as light and flakey as I have ever had. Arctic char, an exciting fish to catch, is served with Brussels sprouts and smoked bacon in a delicate horseradish cream. The cioppino RM style comes in a savory tomato sauce and chocked full of mussels, clams, king crab and shrimp.

smoothing lotion leaving the skin looking tighter and younger. Let’s Meet at the Bellagio Hotel, 3600 Las Vegas Bl. S., Las Vegas, NV., 888/987-6667

Tuscany Kitchen at the Bellagio, where you can conduct a meeting and learn to cook. (Courtesy MGM Resorts International)

Work Off the Excess Cuisine at the Spa The Bathhouse Spa at THE Hotel Boardroom at the Bellagio-a great place to meet. (Courtesy MGM Grand International)

Women's Pool at the Bathouse Spa. (Courtesy MGM Grand International) This spa, like no other we have ever seen, is a radiant, yet softly illuminated, ultra modern design. Surrounded by slate walls and accented with marble floors and breathtaking water features, tranquility sets in the moment you enter. Within are steam rooms, saunas, twelve treatment rooms, a full salon and a state-ofthe-art gym. The 50-minute Scents-of-You massage is a thoroughly transforming treatment. It provides a gentle massage utilizing a few warm stones and your very own individualized aromapothecary oils which are guaranteed to melt away your tensions. For those who did not have their fill of Crème Brûlée at dinner, try it on your manicure and pedicure. Extra care is given to allow deep penetration of the richness of this extremely hydrating treatment. Softening the rough edges in a lavish soak, you are then wrapped with the sumptuous masque and wafting fragrance of Crème Brûlée. The finale comes with a fully glamorous manicure and/or pedicure. Women love the Cell-U-Less Wrap where herbs, spices and bioflavonoids increase blood circulation to encourage the breakdown of cellulite. The rest of the body is wrapped with anti-oxidant rich carrot-vitamin masque mixed with other fruits and vanilla spice. This is followed

Whether your planned event is a board meeting or an extravaganza for 5000 of your most intimate friends, there is a variety of choices within the confines of MGM Resorts-and especially at the Bellagio Hotel. One way to reduce the boredom of a small meeting is to conduct it simultaneously with a cooking class. Within the Bellagio is the Tuscany Kitchen, a combination of a cooking school classroom, meeting space and dining room. Our group convened at Tuscany Kitchen where we watched a demonstration conducted by two of Bellagio’s top chefs. We were invited to

participate in the lesson hands-on, and of course, I accepted. Virtually every dish to which we were treated was made right before our eyes: asparagus-pear salad, New York steak, short rib gnocchi and for dessert, a choice between fresh made chocolate sorbet or an almond praline topped with chocolate mousse. We had another meeting in one of the most stylish board rooms I have ever seen. The room was ideal for a meeting or dinner of a corporate management staff or a family get-together.

Airports I have flown into McCarran International (KLAS), many times. On one occasion, Signature charged me fifty bucks just to drop off a passenger, so I avoid that FBO. Atlantic Aviation,

702/736-1830, is friendlier to the lighter jets and piston aircraft. At an elevation of 2,181 feet, KLAS has two sets of runways. A call to approach is mandatory and will usually result in a vector to Runway 19R. There is a taxiway between 19R and 19L and more than once, I have heard the tower gently remind a pilot that he or she is lined up for the taxiway. Runway 7L/25R is 14, 510 feet long. Runway 7R/25L is 10,526 feet long. Runway 1R/19L is 9,775 feet long and Runway 1L/19R is 8,985 feet long. Some pilots, including me, prefer North Las Vegas (KVGT). The field is about 20 minutes from the Las Vegas Strip. Runway 7/25 is 5,004 feet long and 12R/30L is 4,202 feet. The FBO is VGT, 702/261-3803. Still other pilots favor Henderson Airport, (KHND), about six miles from Las Vegas. At an elevation of 2,942 feet, Runway 17R/35L is 6,501 feet long and 17L/35R is 5,001 feet long. The FBO is Henderson Executive, 702/261-4806. I repeat – I love to pitch a tent and sleep under the stars in the Yukon Territory. But I will fold my tent any time and head for the new Las Vegas with its secluded hideaways, relaxing spas and superb restaurants. My only wish is that I could repeat taking the trip in the Martin 404.

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Celebrating Twenty-Seven Years of In Flight USA

March 2011

Green News

BYE ENERGY CONTINUES AMBITIOUS GROWTH AND EXPANSION OF IT’S GREEN FLIGHT PROGRAM Bye Energy, Inc., an integrator of alternative energy technologies for business and general aviation aircraft, has extended its presence to Rocky Mountain Metro Airport in Jefferson County, Colo., and expanded its headquarters facility at Centennial Airport in Englewood, Colo. Bye Energy is conducting ground tests for its Green Flight Program at the Beyond The Edge hangar at Rocky Mountain Metro. Beyond The Edge is committed to bringing potentially worldchanging ideas and technologies into practical use. The enterprise was founded by Richard F. Schaden, an aeronautical engineer, active ATP-rated pilot, and Vice Chairman of Bye Energy. The Green Flight Program (www.GreenFlightProgram.com)

is intended to enhance the development of electric and electric-hybrid propulsion systems (EHPS) for commercial application. The initial objective of the project is to design and integrate a proof of concept electric propulsion system into an existing, proven Cessna 172 airframe. First flight of the electric 172 is expected to take place at Centennial Airport in the spring. Bye Energy recently nearly doubled its headquarters footprint at the TacAir Hangar 8 building at Centennial Airport. The additional space was needed for engineering and development work on the Green Flight Program and other projects. George Bye, CEO of Bye Energy, said the aerospace and aviation industries in Colorado are poised for growth, and the

company’s expansion is a reflection of that trend. “After several challenging years, I believe we have reason to be cautiously optimistic,” he said. “Innovation is the key to recovery, and alternative energy is our future.” Schaden, Founder of Beyond The Edge and Vice Chairman of Bye Energy, said he was pleased with progress of the program. “The environmental benefits are significant with electric propulsion,” he said. “Ground tests of the EHPS have been an encouraging preview of the flight test program to begin this spring.” Formed in 2008, Bye Energy is developing an electric and electric-hybrid propulsion system for light general aviation aircraft. Bye Energy is headquartered at Centennial Airport in Englewood,

Colo., and also has offices at Rocky Mountain Metro Airport, in Scottsdale, Ariz., and Albuquerque, N.M. For more information, go to www.ByeEnergy.com. Beyond The Edge believes that the solutions to many of our global problems are already within reach. However, they are buried in labs and libraries, in struggling start-ups and brilliant minds. Beyond The Edge is dedicated to finding those cutting-edge ideas and technologies, and providing the business, technical, and legal expertise to bring them to market. For more information, go to www.Beyond-The-Edge.com.

APPLICATIONS FOR $60,000 ELECTRIC FLIGHT PRIZE AIRVENTURE 2011 NOW BEING ACCEPTED By EAA AirVenture staff Applications for the $60,000 Electric Flight Prize at EAA AirVenture 2011, showcasing the accomplishments and viability of flight powered exclusively by electricity, are now being accepted. An Initial Application Form, along with the official rules, is available to download at www.airventure.org/electric.

Three flight competitions held during EAA AirVenture 2011, scheduled for July 25-31 at Wittman Regional Airport in Oshkosh, along with an electric aircraft innovation evaluation will determine prize recipients. Completed applications can be emailed to eventure@eaa.org. Cash prizes totaling $60,000 will be awarded to the winners of each category as well as the overall winner of the

Electric Flight Competition. The prizes and support for the competition comes from Wicks Aircraft Supply, Dynon Avionics, Aircraft Spruce & Specialty and AeroLEDs – four companies highly active in the sport aviation community. The first competition, scheduled for Tuesday, July 26, will test electric aircraft for endurance to determine which aircraft can be kept aloft for the longest period of

EAA

time. Working with Dynon measuring equipment, each airplane can then enter the time to climb competition scheduled for Wednesday, July 27. The third and final competition, held on Thursday, July 28, will measure the maximum speed of each aircraft. The innovation evaluation will be conducted by representatives of the four companies contributing to the prize. They will reach a consensus on the top three developments in electric flight based on battery, motor, controller and airframe. Each activity will be scored and plaques will be awarded to the aircraft placing first, second or third in each category. The first place winners in endurance, time to climb, maximum speed and innovation will receive $10,000. The overall winner of the Electric Flight Prize, based on the highest cumulative score, will receive $20,000. It may not be necessary to place first in each event to win the overall category. The competitions are open to anyone with an electric powered aircraft who has flown at least 40 hours and has an airworthiness certificate. EAA AirVenture 2011 will also host the second annual World Symposium on Electric Aircraft, featuring several influential industry leaders discussing electric propulsion aircraft in an open forum, offering what they envision is the future for this rapidly growing flight segment that is attracting the attention of scientists, Continued on Page 58

March 2011

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Celebrating Twenty-Seven Years of In Flight USA

HEAR

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March 2011

DIFFERENCE

The DRE-205e Portable Stereo Intercom DRE Communications, maker of top, flight aviation communications equipment including headsets, intercoms and active noise reduction upgrade kits, has announced the release of their DRE205e premium quality portable intercom. The unit is a complete redesign of the popular DRE model 201. “We originally started making intercoms so that pilots could actually hear the full range of the high quality audio our headsets provide,” says DRE’s Pat Hartley. “You don’t have to be an audiophile to hear the difference. A well designed and manufactured intercom like the 205e makes all the difference in the world.”

Feedback from DRE’s ongoing field testing has been exceptional. Data on everything from mechanical issues to installation challenges for the anodized aluminum, Mil-Spec cabled intercom has been positive. Customers applaud the 205e’s added extras, like standard cell phone interface and music input. “Pilots aren’t used to hearing ‘home stereo quality’ in the cockpit. We like to have them try our active noise reduction headset with the new 205e stereo intercom and watch their eyes light up,” Hartley says with a smile. The new DRE-205e can be used as a portable intercom or permanently

installed in the panel. Accessory inputs allow the unit to be connected to a suite of other devices, including engine monitors, collision avoidance equipment and other instruments with auditory alarms such as stall warnings and altimeter alerts. DRE will provide optional mounting flanges allowing installation into LSAs and ultralights. The 205e can run on ship power or two 9V batteries. There is also an automatic failsafe allowing the pilot to use the radio in the event of a loss of power to the intercom. The DRE-205e stereo intercom can be configured for two, four or six-place applications. Passengers and pilots enjoy

individual squelch circuits and PTT jacks. There is a stuck mic warning (both visual and audio) and the unit automatically mutes any cockpit entertainment to allow communication with ATC. “We are very proud of what our engineers have built into the new 205e,” Hartley says matter-of-factly. “For everyone who liked our original intercom, we think they will love this one!” The DRE-205e comes with a norisk, 30-day money back guarantee and is covered by a generous three-year warranty. For more information, log onto DRECommuncations.com or call 877/987-9977

The F-89J was the last version of the Scorpion produced and was the only aircraft ever to fire a live Genie nuclear rocket. Still, the F-89J was a heavy, somewhat underpowered aircraft; it could barely hit Mach .82 – which was comparable to the cruising speeds of the then-new 707 and DC-8 airliners. Despite its limitations, the F-89J soldiered on with Air National Guard units until 1969. It was also used as a training and drone-control aircraft. Given the problems that the Air Force experienced with the aircraft, it is hard to find anything positive to say about the F-

89. As with many 1950s jet aircraft though, the F-89 was a melding of 1940s technology with the “cutting edge” advances in electronics and missile technology of the 1950s. This was a tall order, especially when one considers that this was the era when electronic equipment tended to be very heavy. This may explain some of the structural problems experienced with the F89. It should also be remembered that the deployment of the F-89 to stateside squadrons freed the F-86 up for combat in the Far East, and that the F-89 was not the only aircraft to experience “teething troubles” during its development.

Aviation Ancestry Continued from Page 46 of all this, the engines lost power above 30,000 feet. Under these conditions, the aircraft made a fine interceptor, if the targets were to be piston-engine bombers. But, against faster jet bombers, the F-89 was virtually useless. Things got even worse, when it was found that the rocket tubes would sometimes collapse after a rocket launch. This would cause a small explosion, rendering the remaining rocket tubes useless. Roughly half of the 682 F-89Ds produced were sent back to Northrop for rebuilding as F-89Js. There were no newly

built “J” models – all were formerly F89Ds. The F-89J’s wing-tip tanks were just fuel tanks, and pylons for launching nuclear-tipped Genie rockets or Falcon air-to-air missiles, were mounted under the wings. There was an F-89H, which was capable of launching Falcon missiles and small folding-fin rockets from its modified tip tanks. Unfortunately, delays in refining its fire-control system delayed the “H” model’s deployment until 1955. By that time, other interceptors had already surpassed it in performance. By 1959, the F-89H had been phased out of service.

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March 2011

PLANES

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OF FAME

To commemorate the Centennial of U.S. Naval Aviation, naval warbirds will be featured at the Chino Airport during the county of San Bernardino Planes of Fame Airshow over the weekend of May 14-15, 2011. Since U.S. Naval Aviation actually began at Coronado Island with both the Navy’s first airplane and its first pilot in 1911, the year 2011 is very significant to both the U.S, Navy and Southern California. Therefore, it seems most appropriate to highlight Naval aircraft alongside the host of other historic aircraft, warbirds, modern military aircraft and aerobatic planes that will make County of San Bernardino Planes of Fame Airshow 2011 the aviation highlight of the year in Southern California. Adding excitement to the scheduled program of warbird flybys and air combat re-enactments will be a very energetic aerobatic display by local favorite Rob “Tumbling Bear” Harrison in his Czechoslavakian-built Zlin 50LX and Word War II fighter aerobatics by Howard Pardue in his Navy Grumman XF8F-1 Bearcat. Nationally-acclaimed aerobatic champion Sean D., Tucker has also been invited to bring his Oracle challenger bi-plane to Chino and an exciting wingwalking routine will be performed by the Silver Wings duo of Margaret Stivers and Hartley Folstad in a Stearman Biplane. High performance flight at its best will be demonstrated by the U.S. Air Force F-15E Strike Eagle Demo Team, with the supersonic Strike also flying alongside piston-engined warbirds for a USAF Heritage Flight display. Other aircraft, military vehicles and aviation-related items will be on static display for up-close viewing. There will even be opportunities for the public to

AIRSHOW 2011

Seen together with military re-enac tors in this photo, WWI aircraft will be featured during the Planes of Fame Air Museum Living History Flying Event on May 7, 2011. (Planes of Fame) experience orientation flights in genuine warbirds. Numerous food, beverage and memorabilia vendors will also be on hand to make the overall experience even more enjoyable for the public. General admission tickets purchased at the gate for the show will be $20 for adults and $5 for youngsters 5-11, with admission being free for accompanied children under 5. Advance discount general admission tickets will be available for $15 and a family general admission pass for two adults and up to four children can be obtained for $40. Reserved grandstand seating will also be available, and the Sunrise Photo Pass allowing early access to the flightline for photographers that proved to be so popular in 2010 will be available this year as well. Gates for county of San Bernardino Planes of Fame Airshow 2011 will open at 8 a.m. each day and flying activities will begin at approximately 11 a.m. For more information, call 909/597-7576 or visit the Planes of Fame Air Museum website at www.planesoffame.org.

WINE COUNTRY AIRFEST Santa Maria Museum of Flight over the past three years has produced a monthly Classic General Aviation and Warbird fly-in for aircraft owners and pilots seeking display credits under CA Revenue and Tax Code 220.5. This monthly event occurs on the third Saturday of each month beginning in January and ending in November pending on weather conditions. The event is open to the general public visiting the Museum from 10 a.m. – 3:30 p.m. On May 21st the Museum has a “Wine Country AirFest” for its regularly scheduled monthly fly-in event. There will be the usual display of attending Classic General Aviation and Warbird aircraft from 10 a.m. – 3:30 p.m. as well as

the “Rocketeer Café” open for lunch from 11:30 a.m. – 1 p.m. The Museum, with the assistance of the Café’s Catering staff and local wineries, will also be conducting a wine tasting with appetizers from 2:30 – 4:30 p.m. A barbecue Tri-tip dinner that includes mouth watering homemade desserts prepared by the Catering Staff will be served from 5 – 6:30 p.m. The members of the Royal Garden Swing Orchestra will provide music throughout the evening for everyone to enjoy their meal as well as dance too. “Wine Country AirFest” is a special fundraiser event for the Museum’s annual “Thunder Over The Valley Air Show” honoring the men and women serving Continued on Page 59

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maximum speed of 118 knots with a maximum range of 470 nautical miles. The Skycatcher design team was named winner of the American Institute of Aeronautics and Astronautics Piper General Aviation Award for 2010. AIAA presents the award annually for outstanding contributions leading to the advancement of general aviation. Designed as a low-cost flight trainer, Skycatchers have already been delivered to several Cessna Pilot Centers around the U.S. More international deliveries are slated for later this year. Cessna has delivered more than 30 aircraft to date and plans to deliver 150 Skycatchers in 2011. For more information, go to Cessna.com.

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Having launched a successful REMOS Pilot Center a year ago, Success Aviation has upgraded, becoming a REMOS Aircraft Dealer. They currently have two REMOS GX demo aircraft, one with an autopilot and a second without. They use the REMOS’ for primary flight training and are enthusiastic about the benefits. “Most flight training operations involving the REMOS use about 3.2 gallons of fuel, compared to over 5 in a Cessna 152 and close to 9 in a Skyhawk,” said Tom Pekar, President of Success Aviation. “With the price of avgas going up steadily, we think that most flight training schools will be forced to look at LSA’s to be able to continue. And when it comes to training in an LSA, we looked at many of them and think REMOS is the best, the most economical and the most durable. In this part of the world, being able to fly with the doors off is invaluable.”

Success Aviation is on Houston Southwest Airport, technically in the town of Arcola, a suburb of Houston. The region has about 7 million people and Pekar believes there is tremendous potential for attracting a lot of pilots. The company, which began as a flight school in 1996, soon added a pilot shop, then a testing center for administering FAA written exams, maintenance facilities and two large hangars. They offer training for all ratings from Sport Pilot to Commercial and CFII. Success Aviation is the 16th addition to the National Network of REMOS dealers. The aircraft, manufactured in Pasewalk, Germany features a twoplace, high wing, all-composite fuselage with Rotax power. REMOS has gained wide acceptance around the globe since it was introduced in 1993. For more information visit www.REMOS.com or www.SuccessAviation.com.

Applications

PAYMENT PLANS

•

Cessna Aircraft Company has announced that it has made the first international delivery of a Model 162 Skycatcher to a customer in Australia. The aircraft will be on display at the Australian International Airshow – Avalon 2011 – in early March. The first international Skycatcher, delivered to Aeromil Pacific, based at Sunshine Coast Airport in Queensland, will be used for sales demonstration throughout 2011. The Skycatcher, announced in 2007, is Cessna’s entry in the popular light sport aircraft category. It features the Garmin G300 avionics suite and a Teledyne Continental O200D engine. Priced at $113,500 (2011 delivery), the two-seat, single-engine aircraft has a

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FAX (415) 893-9731 • (800) 680-6930 (CA

March 2011

•

Continued from Page 54 engineers, manufacturers, and investors. AeroLEDs (www.aeroLEDs.com) was created to bring new LED technology to aviation. Initially focused on the Experimental and LSA markets, AeroLEDs is awaiting TSO approval for installation in everything from J-3 Cubs to airliners. Aircraft Spruce & Specialty (www.aircraftspruce.com) is the world’s largest supplier of materials, tools, avionics and instructional media for homebuilders, restorers and general aviation

aircraft owners. Dynon Avionics (www.dynonavionics.com) has made “glass cockpit” technology available and affordable to all homebuilders and LSA owners. They are constantly developing new upgrades that are free to Dynon owners. Wicks Aircraft Supply (www.wicksaircraft.com) focuses on the needs of homebuilders, restorers and general aviation aircraft owners with a wide range of aircraft materials, tools, covering materials, and instructional videos.

March 2011

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FLIGHT DESIGN CTLS USED Tulare County is situated about a hundred miles north of Los Angeles near California’s Sequoia National Forest. Facing the same budget constraints as many localities, Tulare County Sheriff Department Captain David Williams chose a Light-Sport Aircraft to perform patrol duties. He ordered a Flight Design CTLS. According to David Castellon writing for the Visalia Times-Delta newspaper, Tulare County Sheriff’s officials would normally have sought a new helicopter but the budget didn’t allow for the higher expense. “A helicopter can cost... a lot of money, particularly [difficult] in these tough economic times,” explained Captain Williams. Instead, the department will buy the CTLS with most of the airplane’s cost being covered by Homeland Security. After interviewing the sheriff Castellon wrote, “While the plane may

not do everything a helicopter can do, the Flight Design CTLS that sheriff’s officials plan to buy can do much of what the department’s existing plane – a twinengine 1973 Cessna Skymaster – can do with lower fuel and maintenance costs.” It also will be able to do some tasks a helicopter can do, Williams added. Since the LSA can slow to 50 mph, it can circle and conduct aerial searches for suspects on the ground. “You can make the same sort of orbit as a helicopter without any problem at all,” Castellon quoted Williams as saying. Williams is one of two deputies who fly the Cessna and will fly the CTLS once it is delivered, probably in May or June. Flight Design has agreed to install a video and forward-looking infrared camera and spotlight on the CTLS. The Tulare County Sheriff’s department also plans to upgrade their CTLS to an all-digital panel

FOR

POLICE PATROL

including a built-in screen to observe what the cameras see, Williams said. Funding for the well-equipped aircraft comes from a Homeland Security grant with the balance coming from money seized during narcotics investigations. Castellon reported that once the Sheriff’s Department has its new plane, officials have a new duty in mind for it – to fly air patrols across the county five days a week, as well as respond to emergencies. Air patrols aren’t cost-effective tasks for the twin-engine Cessna the department currently operates. “It burns about 30 gallons of fuel an hour,” Williams said. “The new airplane burns three or four gallons of fuel an hour and it uses regular auto fuel rather than aviation fuel.” Williams believes his department will be the first law enforcement agency to utilize a light support aircraft in sup-

port of patrol, work normally done with helicopters. Castellon reported the estimated annual cost for operating the CTLS will be about $57,000, not counting the costs for a pilot and the tactical flight officer, the person in the second seat observing the ground, operating the cameras and communicating with emergency responders. “We are pleased to add the sheriff’s department to a fire department in Ecuador as the proof that CTLS can serve functional purposes,” observed John Gilmore, national sales manager for Flight Design USA. Government agencies are generally not restricted regarding their productive use of LSA. For more information or to find the closest Flight Design dealer, go to either the main manufacturer website, www.flightdesign.com, or Flight Design USA’s website www.flightdesignusa.com.

WICKS AIRCRAFT SPONSORS RESTORATION PROGRAMS The Thomas W. Wathen Foundation has received a grant from Wicks Aircraft Supply in Highland, IL to supply two aircraft restoration projects being worked on by high school students. Most of the students are from the Flabob Airport Preparatory School. They are currently restoring a Stinson 108-3 and a Sky Coupe aircraft designed by Ray Stits. Several years ago local students completed work on a 1940 Aeronca Super Chief that was then flown to EAA’s AirVenture, where it was displayed in front of the famous “Red Barn.” Students spend time working on the restorations and are rewarded with subsidized flying lessons. “The restoration program tends to

use up our list of superlatives,” said John Lyon, President of the Wathen Foundation. “We consider the restorations an extremely valuable program for introducing young people to aviation. A number of former students have taken up careers in aviation as a result of what they experienced in our restoration shops and through the flying lessons they received. It’s a great influence.” Wicks Aircraft is a source for virtually all the types of materials needed for restorations. “It was a perfect fit,” said Scott Wick, President of Wicks Aircraft. “We believe in providing meaningful experiences for young aviators and that’s what the Wathen Foundation is committed to. It’s a joy to help out, especially

Wine Country AirFest Continued form Page 57 today and in the past in our Nation’s Armed Forces. This is the only airshow nationally that is a grass roots patriotic event supporting our troops, veterans, and their families. The Museum is an IRS registered 501(C) (3) non-profit corporation which entitles the purchaser of a ticket for this event to declare it as a donation to the Museum. The Museum request that those,

who are planning to attend this event, reserve a place to park your aircraft due to a limited amount of ramp area at the Museum. The Museum will have transportation available for those parking their aircraft on the transit aircraft ramp at the rear of the hotel. For reservation scheduling or more information please call the Museum: Friday – Sunday, 10 a.m. – 3:30 p.m. at 805/922-8758.

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

with those kinds of aircraft projects.” For more information on the Wathen Foundation visit www.WathenFoundation .org

ONE

FLABOB

and for more on Wicks Aircraft go to www.WicksAircraft.com.

MAN HAS THE POWER

...

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

Look What’s Coming in 2011

Eddie Andreini Airshows

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Celebrating Twenty-Seven Years of In Flight USA

March 2011

EXPLOSIVE EXCITEMENT SET TO CAPTIVATE FANS 2011 CALIFORNIA CAPITAL AIRSHOW

AT THE

Airshow Announces 2011 Scholarship Program; Applications Available Now The California Capital Airshow (CCA) (www.californiacapitalairshow.com), a nonprofit organization dedicated to promoting the importance of aviation for continued economic growth, inspiration and educational opportunities for today’s youth, and enhancing awareness for the service and sacrifice of our military men and women, today announced that the 2011 Show will thunder into Sacramento on September 1011, 2011. Captivating audiences at Mather Airport, the sixth annual California Capital Airshow will mesmerize all ages, and with a simple click of the mouse, admission to this summer’s premier family-friendly event will be guaranteed. Tickets to the 2011 Show are now available online and can be easily purchased at the Airshow web site, www.californiacapitalairshow.com. “ We are excited to announce the dates of the 2011 Airshow. This year’s event will entertain, captivate, and educate fans of all ages,” said Darcy Brewer, executive director of the California

Capital Airshow. “ Airshow fans will get to see an exciting line-up of performers from the electrifying Patriots Jet Team debuting their new six-jet performance, to the explosive, heart-pounding, live 3D museum, Tora! Tora! Tora!, to a thrilling array of military jet demonstrations, world-renowned aerobatic performers, wing walking pirates, warbirds and so much more!” General admission tickets are currently on sale for $12 each for adults and $5 for children ages six to twelve (children under the age of five are free). The CCA Budweiser Family Pack returns again this year providing an amazing value for families. For only $40, the Budweiser Family Pack includes two adult tickets, up to three children under the age of 12, one standard parking pass, and a Commemorative Poster. All online specials are available for a limited time only. To access the advance ticketing area, go to www.californiacapitalairshow.com and click on the “ Buy Tickets” button highlighted in red. Complete descriptions

and additional ticket information, including exclusive Governor’s Club Seating with VIP Parking are listed. Sponsorship options and volunteer opportunities are also available. In addition, the Airshow is proud to announce its 2011 scholarship program. As a nonprofit organization, the Airshow assists young people interested in science, technology, engineering, math, aviation, aeronautics or aerospace with a scholarship program. The 2011 program is now available and welcomes students to apply. Eligible applicants include high school seniors, college students or returning students who have at least two years of academic college level work yet to complete. Scholarships ranging between $2,000 and $12,500 each will be awarded to students attending or upon acceptance to an accredited college, university, or vocational-technical school in the United States. “ Over the past four years, with the support of our sponsors, we have had the

AVIATION LEGEND, CORKEY FORNOF EVALUATES Airshow performer, LoPresti Fury demonstration pilot, and best known as 007 for his work in the James Bond movie series, Corkey Fornof completed a brief introduction to the Remos GX at the Remos Sales and Service facility in Sebastian, Florida and then put the popular LSA through its paces. “What a fun airplane!” Fornoff commented following the flight. “The Remos GX is as stable an aircraft as you would ever want to fly. The overall control feel and balance is perfectly harmonized and the performance is outstanding.”

Fornoff was in Sebastian at the LoPresti Speed Merchants’ headquarters during the weekend where he participated in the Valkaria Airfest along with Patty Wagstaff and other named performers. The perfect Florida weather along with the beautiful scenery about the Sebastian Inlet made for a perfect setting for the evaluation of the Remos GX. Remos Vice President of Sales and Marketing, Earle Boyter thanked Corkey for flying the aircraft and offered an open invitation for any pilot who would like to experience the LSA that is Precisely

THE

Tim Decker

(Photo courtesy of California Capital Airshow) privilege of awarding more than 70 scholarships through this program to deserving students throughout the Sacramento region and look forward to expanding our support of these future leaders,” continued Brewer. To download the application, eligibility rules and instructions visit http://www.californiacapitalairshow.com /about-cca/california-capital-airshowscholarships. The program runs through April 22, 2011. The California Capital Airshow web site will be updated regularly with news, attraction information and more.

REMOS GX

Engineered for Fun to simply give a call and schedule a demo. “There is nothing we like better than to share the thrill of flying this airplane from our beautiful Sebastian location.” Remos Aircraft is one of the world’s leading manufacturers of Light Sport Aircraft. For more information visit www. REMOS.com or telephone 877/REMOS88.

The Remos GX in front of the Florida Remos Sales Center in Sebastian, Florida. (from left to right) Remos employees Rick Flick, Joel Scher, Corkey Fornof (right front) and Remos employee Earle Boyter (right rear).

JOHN DOMAN JOINS FLIGHT DESIGN As a sign of Flight Design’s growing sophistication, recent introduction of the C4 created to meet EASA certification, and the worldwide acceptance of its U.S.leading Light-Sport Aircraft, the CTLS, John Doman has joined Flight Design. Bringing his expertise as Vice President for Cessna, Doman recognizes the need for entry-level aircraft that appeal to a new generation of pilots. “It’s a privilege for me to be working with a nimble and dynamic group of professionals at Flight Design,” expressed Doman. “The German company has exciting plans to strengthen their leadership position in LSA and to expand the

company’s offerings to other segments of General Aviation.” “We are pleased to welcome John Doman as Director of Business Development, Global Sales & Marketing, effective the first day of March,” noted Matthias Betsch, CEO of Flight Design. “John is the perfect fit for the needs of our future development; he is already active for Flight Design and will make his first public appearance for the company at the Sun ‘n Fun airshow at the end of March, 2011. Doman logged 21 years with Cessna (1979-1986 and 1996-2010) rising to Vice President, Worldwide Propeller

Aircraft Sales from 2002 to 2010. He led an internal and external team annually selling over 500 Caravans and single engine piston aircraft amounting to hundreds of millions of dollars in sales. John was also key in initiating and managing Cessna’s entry into the LSA market with the new Cessna 162 Skycatcher; the company secured more than 1,000 orders for the new model. Mr. Doman was instrumental in Cessna’s acquisition and assimilation of Columbia Aircraft Company in December, 2007 (now marketed as the Cessna Corvalis). “LSA represent the future of aviation” added John. “Using LSA, we have the

best opportunity to once again grow student starts and our pilot population to ensure a healthy future for this industry. For this reason alone, everyone in general aviation needs to embrace and support LSA and I couldn’t be more pleased than to be joining a company that has been at the forefront of this initiative from the very beginning.” Flight Design is a 24-year-old airsport products producer based in Germany. The company remains aworldwide market leader thanks to its well-received CT series of light aircraft. More than 1,700 of these aircraft are flying in 39 countries.

March 2011

www.inflightusa.com

CESSNA'S WICHITA CITATION SERVICE CENTER USING FACTORY PAINT TEAM The Cessna Citation Service Center in Wichita is now using available capacity at the paint facility in the original Cessna assembly factory to support increasing requirements for repainting aircraft brought through the service center. “As the Citation fleet has grown and increased our activity in Wichita, we have been able to tap the capacity that is literally next door at the factory for all our aircraft painting requirements,” said Stan Younger, vice president of facilities for the Cessna Citation Service Center network. “Now the Wichita Cessna Citation Service Center offers a single stop for all painting needs coupled with our extensive interior refurbishment capabilities and our RightNow Interiors program.

“Customers who bring their Citations to the Wichita Cessna Citation Service Center can be confident in knowing their Citations will emerge from the repainting process looking like they were new from the factory because the same professional paint team will be doing the work,” Younger said. Cessna has dedicated physical capacity to support a large volume of aftermarket paint needs. Under Cessna’s RightNow Interiors program, the Wichita Cessna Citation Service Center also stocks pre-selected, certified interior design materials, eliminating long-lead times otherwise necessary to order materials for interior refurbishments.

YINGLING AVIATION BECOMES AUTHORIZED CESSNA SALES REP Cessna Aircraft Company announced the addition of Yingling Aviation of Wichita, Kan., as a Cessna Sales Team Authorized Representative for singleengine piston aircraft. A CSTAR is authorized to sell new Skycatcher, Skyhawk, Skylane, Stationair and Corvalis aircraft. “Yingling Aviation has been providing service and maintenance on Cessna aircraft throughout our history and this revival of our sales relationship is a logical step for us,” said Lynn Nichols, Yingling’s president. “We’re confident that this will expand business opportunities for both companies.” A full general aviation services provider at Mid-Continent Airport (ICT), Yingling Aviation has been affiliated with Cessna since 1946. In addition to its new role as a CSTAR, Yingling also is a

Cessna authorized single-engine, multiengine and propjet service center, the largest independent Cessna parts supplier in the world, a Cessna Pilot Center and a Cessna Skycatcher reassembly facility. “Yingling has accumulated an impressive series of successes in virtually every area of their business during the past 10 years,” said Mark Paolucci, Cessna’s senior vice president of Sales and Marketing. “They’re bringing that reputation and track record back to the ranks of authorized Cessna sales representatives and their presence in this region adds another outstanding source for Cessna products in the middle of the country.” Yingling’s CSTAR territory covers Kansas, excluding the Kansas City area, and is shared by Midwest Corporate Aviation Aircraft Sales LLC.

WICKS AIRCRAFT 2011 CATALOG HONORS PAUL POBEREZNY Wicks Aircraft Supply has dedicated their 2011 catalog to EAA Founder Paul H. Poberezny. The free catalog will be available at the Sun ‘n Fun Fly-In which begins March 28. Poberezny will be at Wicks” booth each day to sign catalogs. Dramatically expanded this year, the catalog features tools, materials, new products and instructional media for homebuilders, restorers and general aviation aircraft owners. “EAA is catering to a much broader audience these days, and we don’t want to forget what led to the formation of EAA and what caused that vital ‘base’ to grow so much in its first half century,”

says Scott Wick, president of Wicks Aircraft Supply. “It was Paul Poberezny who started EAA all back in 1953 and provided the leadership that caused it to grow into the most dynamic organization in the world as far as sport and recreational aviation goes. So, we’re pleased to salute Paul and his contributions on the cover of our new catalog.” People can place their orders now for the 2011 catalog, though Wicks will not begin shipping them until the end of March. To order one of their new catalogs write info@WicksAircraft.com; visit www.WicksAircraft.com or call 800/221-9425.

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: ;; :46/ :76/ 25 2? 2; 2? * H W 235 /:0 =PZ[H (]PH [PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[HHPY JVT !

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3\ZJVTIL 4PZJLSSHULV\Z (PYJYHM[ 4P[Z\IPZOP 4VVUL` 4\ZL\TZ 5H]PVU 6MMPJL :WHJL 6_`NLU :\WWSPLZ 7HY[ULYZOPWZ 7PSH[\Z 7PSV[ :\WWSPLZ 7PWLY :PUNSLZ 7PWLY ;^PUZ 7P[[Z 7VZP[PVU >HU[LK (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * SV^ [PTL :-46/ :76/ H W /HUNHYLK *OPUV )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * ZX\HYL [HPS :46/ )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * :46/ 2? ^ .: 2? ^ VTUP 5L^ HUU\HS )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * -HJ[VY` YLWHPY OYZ HNV )VI *\SSLU *VYVUH (PY JYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * 5 ;; :46/ 0-9 )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! 5L^ * Z HUK Z ^ . WS\Z .-* MSPNO[ KPYLJ[VY HUK KPNP[HS H W \WNYHKL :V\[O^LZ[ (PYJYHM[ :HSLZ +HSL 5VYI` 5V 3HZ =LNHZ 5= MH_ ! *LZZUH ;; :46/ 6 24( ) 2@ ( .;: ^ LUJ .HYTPU .7: 5L^ JHYI UL^ J`SZ 5+/ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

7YVWLSSLYZ 7\ISPJH[PVUZ :HPSWSHULZ :VHYPUN :LY]PJLZ :PT\SH[VYZ :WVY[ <S[YHSPNO[Z :[HYK\Z[LY :[LHYTHU :[PUZVU :^HW ;YHKL ;H`SVYJYHM[ ;PLKV^UZ =PKLVZ 7OV[VNYHWO` >HYIPYKZ >VYRZOVWZ WHS (PYWVY[ >0 >PZJVU ZPU(]PH[PVU JVT !

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*,::5( ;>05: *LZZUH ) TPK [PTL LUNPULZ 2PUN :PS]LY *YV^U :HSL SLHZL ^ WPSV[ )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *LZZUH : ;,* ZWHY TVKZ *VYVUH (PYJYHM[ :HSLZ )VI *\SSLU ^^^ JVYV UHHPYJYHM[ JVT ! * *HYNV )PYK *HYNV SPULY OH[JO )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

*LZZUH ;; :46/ :5 J`SZ : ;,* .7: .VYNLV\Z 7 0 :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH] LY JVT !

*LZZUH 5 ;; *VSLTPSS JVU]LYZPVU )LZ[ VMMLY [YHKL )VI *\S SLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPY JYHM[ JVT !

*LZZUH 3 ;; :46/ )LH\[PM\SS` YLZ[VYLK :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !

*LZZUH 8 ;; :46/ :76/ J\Z[VT .HYTPU WRN ;(>: )LZ[ VMMLY :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !

*LZZUH :R`SHUL ;; :46/ 24( H\KPV WHULS 2? ^ .: 2; /HUNHYLK ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! *LZZUH 7PSV[ *LU[LY -SPNO[ ZJOVVS ZHSLZ THPU[LUHUJL ;YHKL >PUKZ (]PH [PVU 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( ;YHKL>PUKZ(]PH[PVU JVT *LZZUH (PYJYHM[ :HSLZ :LY]PJL *LU [LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[HHPY JVT ! *LZZUH 9 2 /H^R ?7 ;;:5 :-94 0ZOHT OW JVU]LY ZPVU .5: K\HS NSPKLZSVWLZ : ;,* :HUKLS ,/:0 TVYL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJP

*LZZUH ;; :46/ 2PJL 1) HPY -YLZO HUU\HS 5+/ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! *LZZUH 9 ;; 2? UH] JVT ZLH[Z 5+/ HS^H`Z OHU NHYLK ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! *LZZUH *VUX\LZ[ 00 +HZO ;; :46/ ISHKL /HY[a LSSZ *VSSPUZ 7YVSPUL )LUKP_ 9+9 (YN\Z ;*(+ 7HY[ :0+Z JVT WSL[L 3LHZLIHJR ^HU[LK >PZJVUZPU (]PH[PVU >H[LY [V^U 4\UPJP WHS (PYWVY[ >0 >PZJVU ZPU(]PH[PVU JVT !

March 2011 *644(5+,9 96*2>,33 = ;\YIPUL *VTTHUKLY ^PSS MPUHUJL )VI *\SSLU *V YVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *VTTHUKLY ;; .5: > > 2-* MK HW TVYL 6UL V^ULY WHTWLYLK HUK OHUNHYLK >PZJVUZPU (]PH[PVU >H[LY [V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !

.9<44(5 .Y\TTHU ;PNLY (( ) ;;:5 :46/ 2PUN 0-9 .7: H W 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPY JYHM[ UL[ ! .Y\TTHU (TLYPJHU (( ( *OLL[HO ;; :46/ .HYTPU ^ 4) WS P J .7: >((: 2? ^ 20 .: 5HYJV YHKPVZ TVYL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

4665,@ 06 7V^LYLK 3VUN )VK` 4VVUL` ;; :5, :HUKLSS ;YHMMPJ ZWLLK IYHRLZ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !

www.inflightusa.com VM H RPUK :[L]L >LH ]LY (PY JYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

7PWLY 4HSPI\ 4PYHNL ;; LUNPUL .HYTPU WHJRHNL I` *\[[LY (]PH[PVU 7/? PU[LYPVY ZP_ ZLH[Z ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY ;\YIV (YYV^ ;; ISHKL WYVW ;:67/ .HYTPU ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! .YLH[ ;HRLVMM 0UJYLHZLK *Y\PZL MVY 7PWLY 7( Z (49 + >VVKZ[VJR 03 ^^^ WPWLYTVKZ JVT

707,9 ;>05: ;^PU *VTHUJOL :46/ )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! (a[LJ 5PJL OLYL HUK YLHK` [V NV )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

707,9 :05.3,: 7PWLY (YJOLY 00 ;;:5 :-94 2PUN KPNP[HS 0-9 .7: 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJH UHPYJYHM[ UL[ !

:LULJH 00 :46/ 5HYJV *LU[\Y` 000 5L^ 7 0 NSHZZ HUU\HS 6)6 )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

7PWLY *OLYVRLL *OHSSLUNLY ;;:5 :46/ 2PUN 0-9 H W 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJH UHPYJYHM[ UL[ !

:LULJH 00 ;; :46/ .HYTPU -\SS KL PJL )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !

7PWLY >HYYPVY 00 ;;:5 :46/ 2PUN 0-9 +4, H W 5PJL 7 0 (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJH UHPYJYHM[ UL[ !

(a[LJ ;; :46/ KLPJL .HYTPU 3VNZ 5+/ 5V]LTILY HUU\HS ;^V V^ULY H J :[L]L >LH]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

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` H[ ^^^ +HU1H`(PY JVT +HU1H` (PYJYHM[ :HSLZ *OPJV 4\UPJPWHS (PYWVY[ *( ! :\WLY *\I ;V[HS YLZ[VYH[PVU VU >PWSPUL MSVH[Z (SS KLZPYHISL TVKZ 6UL

40:*,33(5,6<: (09*9(-;

- 9VJRL[ WYVMLZZPVUHSS` I\PS[ MPUPZOLK OW 7LYMVYTHUJL (LYV LU NPUL /HY[aLSS ZLTP[HY WYVW J\Z[VT JHY IVU MPILY JV^S J\Z[VT L_OH\Z[ ,_[YH M\LS THU` TVKZ (ZRPUN -VY TVYL PUMVYTH[PVU JHSS ! ;OL :\WLY :[HSSPVU :P_ 7SHJL -S` MHZ[LY MHY[OLY JHYY` TVYL MVY SLZZ JVZ[ (PYJYHM[ +LZPNUZ MH_ !;-5 AVKPHJ */ ?3 :3:( ;;:5 .HYTPU .4( H\KPV WHULS ^ 4) :3 UH] JVT ;Y\;YHJ +PNP-SPNO[ 00 TVYL AVKPHJ A< [OY\ A< TVKPMPJH[PVUZ JVTWSPLK :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 5L^ AVKPHJ */ ?3 :3:( ;; .HYTPU .4( ^ 4) :3 +PNP-SPNO[ 00 ,-0: + ^ IH[[ IHJR\W TVYL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

:769; <3;9(30./;: (TVYL 3PNO[ :WVY[Â¯0[HSPHU :[`SL ,_JS\ZP]L ;,*5(4 KLHSLY MVY *HSPMVY UPH -V\Y TVKLSZ WS\Z UL^ 7 ; [^PU >LZ[ *VHZ[ :WVY[ (PYJYHM[ ^^^ ^LZ[JVHZ[ZWVY[HPYJYHM[ JVT ^^^ [LJUHT JVT ! :;6/3 */ 3: ;; .HYTPU :3 .;: ^ 4VKL * .HYTPU .7: + ,_[YH SHYNL [PYLZ K\HS O`K H\YSPJ IYHRLZ TVYL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

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(a[LJ ;; :46/ :76/ 5+/ HSS SVNZ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

.SVIL :^PM[ OW 7VSPZOLK ZOV^ WSHUL 3VHKLK ^P[O TVKZ )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !

7PWLY 7( +HRV[H ;; :46/ 2PUN 0-9 25 +4, ;YPTISL .7: (\[VJVU[YVS 000) H W >PSS [YHKL MVY WSHJL >PZ JVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVU ZPU(]PH[PVU JVT !

*VUZVSPKH[LK =\S[LL ); ( ;; :46/ 7YH[[ 9 Z :76/ M\SS N`YV WHULS ^ VSKLY .7: >P[O MYLZO HUU\HS :[LYSPUN (PY *HY ZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

:;05:65 :[PUZVU )LH\[PM\S YLZ[VYH[PVU -YHURSPU LUNPUL .( ) ^ :;* MVY OW H[ YWT 4J*H\SL` WYVW )LJRLY [_W (; * M\SS N`YV WHULS ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

*099<: *PYY\Z :9 :5,> SVHKLK )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *PYY\Z :9 .;: ;; WSH[P U\T LUNPUL : ;,* ? ;(>: KLPJL ?4 ^LH[OLY ;HUPZ OLH[LY TVYL 9L K\JLK >PZJVUZPU (]PH[PVU >H[LY[VÛ 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! *PYY\Z :9 .;: ;; (]P KÙL -SP[L4H_ ,U[LNYH NSHZZ JVJRWP[ K\HS .HYTPU Z ? H W :R`^H[JO TVYL :LY]PJL *LU[LY THPU[HPULK :5 3LHZLIHJR ^HU[LK >PZJVU ZPU (]PH[PVU >H[LY[VÛ 4\UPJPWHS (PY WVY[ >0 >PZJVUZPU( ]PH[PVU JVT !

/,30*67;,9: ;OL /LSPJ`JSL [\YIPUL WV^LY 3V^ THPU [LUHUJL VWLYH[PUN JVZ[Z =PKLV WHJRHNL MYVT /LSPJ`JSL JVT ,HNSL 9 + 5HTWH 0KHOV !

(YYV^ ;; :46/ :5 ISHKL 0-9 .7: .VVK WHPU[ OHUNHYLK 5+/ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L ^LH]LY JVT !

;\YIV (a[LJ :46/ -YLZO HUU\HS )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

7PWLY >HYYPVY ;;:5 :46/ 2PUN KPNP[HS 0-9 9LJLU[ 7 0 MYLZO HUU\HS (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYP JHUHPYJYHM[ UL[ !

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1,;: -V\NH 4HNPZ[LY ^P[O J\Z[VT )S\L (UNLSZ WHPU[ 4PK [PTL LUNPUL ZOV^ YLHK`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` 5= ^^^ Z[LYSPUN HPY JVT !

Â¸+VPUN P[ YPNO[ [OL MPYZ[ [PTL Â¹ /VTL VM 7LUPUZ\SH H]PVUPJZ ZHSLZ ZLY]PJL 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V *( (PYWVY[ 3HYY` :OHWPYV ! *VTTVU^LHS[O :R`YHUNLY ;; :46/ (WVSSV :3 LSLJ [YPJ Z`Z[LT ^OLLSWHU[Z 9LJLU[ MHIYPJ ;Y\L [YVWO` ^PUULY :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 4H\SL 4? ) ;; 0-9 > H]PVUPJZ WHJRHNL 4HU` L_[YHZ HUK VW[PVUZ ( NYLH[ KLHS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !

(09*9(-; >(5;,+ 0TTLKPH[L *HZO MVY (PYJYHM[ (PYJYHM[ (WWYHPZHSZ 9VILY[ *V\[JOLZ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK *( MH_ ^^^ HTLYPJHUHPYJYHM[ UL[ !;-5 >L 5LLK 0U]LU[VY` =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[H HPY JVT !;-5

(09*9(-; -69 9,5; 3V^ *VZ[ [^PUZ MVY YLU[ [YHPUPUN :LULJH * * * ^ ZHML[` WPSV[ *OLYVRLL 0-9 [YHPULY K\HS 2? ^ ZPT\SH[VY SLZZVUZ )\PSK OPNO WLYMVYTHUJL [PTL ^P[O H * )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! -VY 3LHZL TVU[OZ *LZZUH *P[H[PVU :V]LYLPNU ;;:5 /VUL`^LSS ,70* ZLYPLZ (PYZOV^ > ZJYLLUZ *\Z[VT 7 0 *HSS :[L]L VY 1PT :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

7(9;5,9:/07: 7HY[ULYZOPW! 7PWLY +HRV[H ;; :5 0-9 *VSSPUZ 4PJYV 3PUL /:0 Z[VYTZJVWL .7: TVYL PU[LYPVY OHUNHYLK ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7HY[ULYZOPW 4VVUL` 4 - ;; 7 0 ZLH[Z 6\[MP[[LK MVY [OL ZLYPV\Z 0-9 WPSV[ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

-30./; 05:;9<*;065 =PZ[H (PY -SPNO[ :JOVVS [YHPUPUN HPY JYHM[ YLU[HS *LZZUH HWWYV]LK 7PSV[ *LU [LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ! :[Y\J[\YLK -SPNO[ ;YHPUPUN WYP]H[L [OY\ (;7 SHUK ZLH T\S[P LUNPUL :OLISL (]PH[PVU 2PUNTHU (A (MMVYKHISL 4\S[P ,UNPUL ;YHPUPUN :\U KHUJL -S`PUN *S\I 7HSV (S[V *( ^^^ MS`Z\UKHUJL VYN (LYVIH[PJ ;YHPUPUN Â· MVY ZHML[` MVY ZRPSS MVY M\U 3VJH[LK 5VY[OLHZ[ (S HIHTH (WWHSHJOPHU -VV[ /PSSZ .YLN 2VVU[a (LYVIH[PJZ ^^^ NRHPYZOV^Z JVT +PZJV]LY` -SPNO[Z -SPNO[ PUZ[Y\J [PVU MVY ZPUNSL T\S[P LUNPUL 0-9 )-9 07* )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

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:(0373(5,: :6(905.

<U\Z\HS ([[P[\KL *V\YZLZ :WPU ;YHPU PUN *LY[PMPJH[PVU )LNPUUPUN [OY\ HK ]HUJLK HLYVIH[PJ 7HSV (S[V :HU *HYSVZ HUK /H`^HYK *( >LZ[ =HSSL` -S`PUN *S\I ^^^ ^]MJ VYN

/\ZR` ( ) -S` ^P[O [OL SLHKLY VM [OL 7HJR (]PH[ (PYJYHM[ (M[VU >@ !;-5

-HZ[ [YHJR ZVHYPUN [YHPUPUN (YPaVUH :VHYPUN ,Z[YLSSH :HPSWVY[ 4HYPJVWH (A

(YPaVUH ;`WL 9H[PUNZ *, *,

;@7, 9(;05.:

[`WL YH[PUNZ VY YLJ\YYLU[ 0UZ\YHUJL HW WYV]LK Z[HMM L_HTPULY ^^^ HYPaVUH[`WLYH[PUNZ JVT !

(09*9(-; 05:<9(5*, (PYJYHM[ 0UZ\YHUJL :WLJPHSPaPUN PU WLY ZVUHS I\ZPULZZ HUK JOHY[LY HPYJYHM[ UL^ L_WLYPLUJLK VY SV^ [PTL WPSV[Z AHUL[[L (PYJYHM[ 0UZ\YHUJL *LU[LY (PYJYHM[ 0UZ\YHUJL >(9505. +VUÂ»[ L]LU [OPUR VM JHSSPUN HUV[OLY HNLU[ \U[PS `V\Â»]L JHSSLK (]PH[PVU 0UZ\Y HUJL 9LZV\YJLZ MPYZ[ (JJLZZ [OL LU[PYL THYRL[ ^P[O Q\Z[ VUL JHSS )LZ[ YH[LZ )YVHKLZ[ JV]LYHNL (SS THYRL[Z ;VSS MYLL ^^^ (09 796: JVT !;-5 (PYJYHM[ 0UZ\YHUJL 0UZ\YPUN (]PH[PVU 5LLKZ MVY WS\Z `LHYZ /LZ[LY 9VILY[ ZVU 0UZ\YHUJL :LY]PJLZ :HU 1VZL 0U[Â»S (PYWVY[ *( *( 6Y (PYJYHM[ PUZ\YHUJL X\V[LZ WS\Z OHUNHY HUK JVU[LU[Z PUZ\YHUJL H[ YLHZVUHISL YH[LZ (67( ,(( KPZJV\U[Z H]HPSHISL (PYJYHM[ 0UZ\YHUJL (NLUJ` >H_HOHJOPL ;?

(09*9(-; -05(5*05. .L[ [VW YL[HPS MVY `V\Y HPYJYHM[ (PYJYHM[ ZHSLZ QL[ ZHSLZ THUHNLTLU[ MPUHUJPUN <:( (PYJYHM[ )YVRLYZ !;-5 :WLJPHS MPUHUJPUN H]HPSHISL )PN KV^U TPUPT\T JYLKP[ VU SLHYU [V MS` HPYJYHM[ Z HUK Z H]HPSHISL )VI *\SSLU *VYVUH (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPY JYHM[ JVT !

(=0650*: 366205. -69 (=0650*:& ;Y` =PZ[H (]PH[PVU H KLHSLY MVY TVZ[ THQVY IYHUKZ Â· /VUL`^LSS .HYTPU (]PK`UL : ;,* (ZWLU 3 )VZL +H]PK *SHYR 3PNO[ZWLLK L[J Â· WS\Z 7P[V[ :[H[PJ [LZ[PUN ([ ZHTL HPYWVY[ MVY `LHYZ *HSS MVY PUZ[HSSH[PVU X\V[LZ =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! .L[ [OL TVZ[ MYVT `V\Y .7: 7VY[HISL HUK WHULS TV\U[ .7: NSHZZ JVJRWP[Z .HYTPU 3V^YHUJL )LUKP_2PUN (]P K`UL 89,- JVT 89,- 7VY[HISL *VSSPZPVU (]VPKHUJL :`Z [LTZ ;OL ^VYSK Z MPYZ[ HUK VUS` WVY[H ISL ^P[O KPYLJ[PVU .7: PU[LNYH[PVU ;Y` ?9? YPZR MYLL MVY KH`Z ,_JS\ZP]LS` H[ 7*(: JH 7*(: 49? KPNP[HS YHUNL HS[P[\KL HUK ?9? WVY[HISL Z`Z[LTZ A(65 -SPNO[ :`Z [LTZ ^^^ aHVU HLYV

7967,33,9: *VTWSL[L 7YVWLSSLY .V]LYUVY :LY ]PJL ;PMMPU (PYL ;PMMPU 6/ :\SSP]HU 7YVWLSSLY :WLJPHSPZ[Z /H` ^HYK *(

(09*9(-; 7(9;: 7(9;: 5L^ 7PSV[ :\WWS` 7HY[Z :[VYL ^P[O SHYNL NLULYHS WHY[Z HUK H]PVUPJZ PU]LU [VY` *LZZUH :PUNSL ,UNPUL :LY]PJL :[H[PVU ^ THU` *LZZUH WHY[Z PU Z[VJR -S` PU VY KYP]L PU =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! )LLJOJYHM[ 7HY[Z (SS TVKLSZ )VUHUaH [OY\ /H^RLY 4VYL [OHU WHY[ U\TILYZ PU Z[VJR 5L^ V]LYOH\SLK \ZLK :LSLJ[ (PYWHY[Z >L`LYZ *H]L =( (PYJYHM[ :WLJPHSPZ[ <ZLK 7HY[Z SHUK PUN NLHY JVU[YVS Z\YMHJLZ 1 ; ,]HUZ (PYJYHM[ :HSLZ 6YSHUKV -3

Celebrating Twenty-Seven Years of In Flight USA

64 -<,3 -\LS *LSSZ 9LWHPY V]LYOH\S VY UL^ 5L^ [HURZ ^P[O `LHY ^HYYHU[` /HY[^PN (PYJYHM[ -\LS *LSS 9LWHPY ^^^ OHY[^PNM\LSJLSS JVT :[H[L VM [OL HY[ UP[YPSL Y\IILY M\LS JLSSZ ^ H\[VJSH]L J\YLK ZLHTZ HUK PU [LNYH[LK M\LS ]HWVY IHYYPLY 5V /HZZSL `LHY ^HYYHU[` Z\WWVY[ --* -SVH[Z -\LS *LSSZ 4LTWOPZ ;5 ^^^ MMJM\LSJLSSZ JVT

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,5.05,: 9LUL^ HUK PTWYV]L `V\Y ^ ;`WL *LY[PMPLK -(( (WWYV]LK :\WLY/H^R :;* 0UJYLHZLZ ZHML[` WLYMVYTHUJL HUK ]HS\L 7LUU @HU (LYV 7LUU@HU(LYV JVT 8\HSP[` :LY]PJL 7YPJL RLLWPUN [OL JVZ[ VM HPYJYHM[ LUNPUL THPU[LUHUJL KV^U (PYJYHM[ :WLJPHS[PLZ :LY]PJLZ ;\SZH 62 ;OL 5HTL [V 9LTLTILY MVY (PYJYHM[ ,UNPUL 7HY[Z HUK :LY]PJL *VTWSL[L HZZLTISPLZ H]HPSHISL .PIZVU (]PH[PVU ,S 9LUV 62 6PS -PS[LY (KHW[LYZ MVY *VU[PULU[HSZ 5V ( + Z UV OVZLZ LUNPUL TV\U[LK - 4 ,U[LYWYPZLZ )VYNLY ;? ^^^ MT LU[LYWYPZLZ JVT 4HQVY 6]LYOH\SLK ,UNPULZ :WLJPHS PaPUN PU 7YH[[ >OP[UL` 3HYNL PU]LU[VY` *V]PUN[VU (PYJYHM[ ,UNPULZ 6RT\SNLL 62 9HKPHS +P] ;\YIPUL +P] *\Z[VT I\PS[ :[YH[VMSL_ OVZL HZZLT ISPLZ OVZL RP[Z -HZ[ ZLY]PJL X\HS P[` ^VYRTHUZOPW ( , 9 6 :OVW L_[ OVZLZOVW'HLYVPUZ[VJR JVT 4HNUHMS\_PUN A`NSV PUZWLJ[PVUZ LUNPUL WYLWZ THJOPUPUN *VTWSL[L V]LYOH\SZ VU HSS *VU[PULU[HSZ 3`JVT PUNZ -S` PU KYVW P[ VMM *VYVUH (PYJYHM[ ,UNPULZ *VYVUH (PYWVY[ *( ^^^ JVYVUHLUNPULZ JVT

(09-9(4, *65:;9<*;065 8\HSP[` 7HY[Z 9LHK` [V :OPW -(( 74( HWWYV]LK .SVIL -PILYNSHZZ 3HRLSHUK 3PUKLY (PYWVY[ -3 ^^^ NSVILMPILY NSHZZ JVT

7(05;05. <7/63:;,9@ (PYJYHM[ 0U[LYPVYZ OHUKJYHM[LK J\Z [VT KLZPNULK (SS WYVK\J[Z ZLSM L_[PU N\PZOPUN HUK TLL[ Z[YPJ[ -(( JYP[LYPH )\JOHUHU (]PH[PVU :LY]PJLZ *VUJVYK *( -YVT 1LUU`Z [V 1L[Z *VTWSL[L PU[LYPVY YLM\YIPZOTLU[ :R` 9HUJO <WOVSZ[LY` 4HYPU *V\U[` (PY WVY[ .UVZZ -PLSK 5V]H[V *( :WLJPHSPaPUN PU .( JVYWVYH[L HPY JYHM[ .PV[[V Z (PYJYHM[ 0U[LYPVYZ :HU 1VZL 1L[ *LU[LY *( ^^^ NPV[[VHPYJYHM[PU[LYPVY JVT 7YVMLZZPVUHS (PYJYHM[ +L[HPSPUN -\SS` TVIPSL SPJLUZLK HUK PUZ\YLK 5VY *HS >PUN >H_LYZ 7HSV (S[V (PYWVY[ HUK 7L[HS\TH (PYWVY[ *( ^^^UVYJHS^PUN^H_LYZ JVT

/(5.(9: (]PH[PVU )\PSKPUN :`Z[LTZ J\Z[VT KLZPNULK OHUNHYZ ;LLZ ZOHKL WVY[Z 9 4 :[LLS *V *HSK^LSS 0+ !;-5 6UL 7PLJL /`KYH\SPJ +VVYZ 5L^ KL ZPNU NYLH[ WYPJLZ :JO^LPZZ ;OL +VVY 3LHKLY ]PZP[ IPMVSK JVT

-(33)9662 3 _ OHUNHY ,WV_` MSVVY HKKP[PVUHS LSLJ[YPJP[` HUK SPNO[PUN IPMVSK KVVY MVV[ PUNZ MVY TLaaHUPUL *VUZPKLY WHY[PHS [YHKL HUK JHZO (ZRPUN -VY TVYL PUMVYTH[PVU JHSS ! 7,;(3<4( 4<50*07(3 (09769; 6 *( ,_LJ\[P]L OHUNHY H]HPSHISL _ ZX M[ MVY )PMVSK KVVY Z[VYL MYVU[ LU[YHUJL LSLJ[YPJHS HUK ^H[LY PUJS\KLK HUK (>6: 000 HUK .*6 [V 6HRSHUK *LU[LY VU -PLSK *HSS )VI 7H[[LYZVU ! 5L^ /HUNHYZ MVY 9LU[ H[ >OP[LTHU (PYWVY[ 7HJVPTH *( PU UL^ =PZ[H (]PH [PVU *VTWSL_ *HSS 7LUU` [V YLZLY]L VY WLUU`']PZ[HH]H[PVU JVT

-)6Z )YPKNLMVYK -\SS :LY]PJL -)6 *LZZUH ZPUNSL LUNPUL ZLY]PJL JLU[LY 3PUL ZLY ]PJL OV\Y JHYK SVJR )YPKNLMVYK -S`PUN :LY]PJL 5HWH *( !

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

/64,: (097(92: 7PUL 4V\U[HPU 3HRL *( , ;H_P [V `V\Y HPYWHYR OVTL VY SP]L VU [OL SHRL *OHTWPVUZOPW NVSM [LUUPZ Z[HISLZ PU H NH[LK JVTT\UP[` ULHY @VZLT P[L *HW[ 3HYY` 1VIL <(3 YL[PYLK ^ ^ ^ @V Z L T P [ L ( YL H 9 L H S [ V Y Z J V T +9, ! *HSPMVYUPH 0KLHS *SPTH[L 705, 46<5;(05 3(2, , ;H_P^H` OVTLZ VY SV[Z PU [OL :PLYYH -VV[ OPSSZ ULHY @VZLTP[L 5H[PVUHS 7HYR .H[LK JVTT\UP[` ^P[O IVH[PUN NVSM [LUUPZ HUK Z[HISLZ 9LK 9VZZPV ;OL -S`PUN )YVRLY 7PUL 4V\U[HPU 3HRL 9LHS[` IYVZZPV'WTSY JVT !;-5 705, 46<5;(05 3(2, *( , 6]LY [^V HJYLZ VU MLL[ VM Y\U^H` ^P[O [^V OHUNHYZ 4VYL [OHU ZX M[ ^P[O SP]PUN X\HY[LYZ HIV]L :LWHYH[L N\LZ[ OV\ZL M[ 7VVS RVP WVUK 9LK 9VZZPV ;OL -S`PUN )YV RLY 7PUL 4V\U[HPU 3HRL 9LHS[` IYVZZPV'WTSY JVT !;-5

6--0*, :7(*, (]HPSHISL! -SPNO[ :JOVVS 6MMPJL :WHJL ZX M[ WS\Z [PLKV^UZ TV (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( VY LTHPS HLYVMS['WHJILSS UL[ ! 5,> 6--0*, :7(*, ZX M[ VM UL^ VMMPJL ZWHJL V]LY SVVRPUN Y\U^H` VU UK MSVVY *\IPJSLZ KLZRZ H]HPSHISL *HSS 7LUU` VY WLUU`']PZ[HH]H[PVU JVT =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ 7HJVPTH *( !

/,37 >(5;,+ 05 -30./; <:( [OL SLHKPUN ZV\YJL VM

March 2011

NLULYHS H]PH[PVU UL^Z ZLLRZ ^YP[LYZ HUK WOV[VNYHWOLYZ [V JV]LY HSS HZWLJ[Z VM H]PH[PVU :LUK HU :(:, MVY ^YP[LY»Z N\PKLSPULZ [V! 0U -SPNO[ <:( 7 6 )V_ :HU 4H[LV *( ;-5

`LHY ^HYYHU[` +9, *VTT\UPJH[PVUZ *V ^^^ KYLJVTT\UPJH[PVUZ JVT

5V^ /PYPUN 4LJOHUPJZ 0UZ[Y\J[VYZ *-0 *-0 00 HUK 4,0 5PJL (PY 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( :LUK YtZ\Tt [V PUMVYTH[PVU' UPJLHPYH]PH[PVU JVT

:[HY[ <W ^P[O 9V[VYJYHM[ :;(9;7(* 7VY[HISL ^ I\PS[ PU JOHYNLYZ WV^LY WS\N ^P[O JHISLZ X\PJR JOHUNL IH[[LY` WHJZ 9V[VYJYHM[ ,U[LYWYPZLZ ^^^ Z[HY[WHJ JVT

(=0650*: 05:;(33,9 ,_WLYPLUJL YLX\PYLK -\SS [PTL )LU LMP[Z *HSS +\Z[` ( 7 4,*/(50* 4\Z[ OH]L .LULYHS (]PH[PVU L_WLYPLUJL *HSS 4HYR H[ VY LTHPS YtZ\Tt [V! ]PZ[H']PZ[HH]PH[PVU JVT

-SPNO[ .\PKL P,-) (WW MVY [OL P7HK .L[ HSS `V\Y LZZLU[PHS MSPNO[ KH[H ^^^ MSPNO[N\PKL JVT PM

=PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ 7HJVPTH *( !

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March 2011

www.inflightusa.com

BERBLINGER-PRIZE 2011 Berblinger-Prize 2011Ulm’s Flight Competition is to take place at the AERO Global Show for General Aviation in Friedrichshafen. The town of Ulm and the trade fair organisation “Friedrichshafen Messe” have joined forces to stage the Berblinger Flight Competition 2011. The technical part of the flight competition for the Berblinger Prize will take place on April 15, 2011 during the AERO Global Show for General Aviation in Friedrichshafen. The prize is valued at 100,000 ?. In 2011 the town of Ulm will be celebrating the 200th anniversary of Albrecht Ludwig Berblinger’s attempt to fly. In May 1811, Berblinger, known locally as “The Tailor of Ulm,” attempted to fly across the Danube in a hang-glider he had designed and con-structed himself. This visionary, scientist and inventor failed – not because of any shortcomings in his construction but owing to a lack of knowledge of the thermics above the surface of the cold river. In professional circles, Albrecht L. Berblinger has long been regarded as an aviation pioneer. Since 1988, the town of Ulm has been awarding the Berblinger Prize, one of the

highest value prizes in the field of general aviation, as a tribute to his work. The prize is synonymous with environmentally sustainable technological develop-ment and research at the highest level. “This approach is eminently suited to the purpose and the international nature of the AERO,” said Ivo Gönner, Senior Mayor of Ulm. “This show offers ideal conditions for the competitors and indeed for the competition itself: the event attracts an international forum of specialists, specialist press coverage and aviation enthusiasts from the entire region. The infrastructure is excellent.” Since 2008 AERO has placed particular emphasis on “E-flight” which is continually being expanded. The “E” stands for “Electrical, Ecological, Evolutionary.” Alternative propulsion technologies are presented here not only at the prototype stage but also as models ready for serial production. “With this event we will be forming an “aviation link”

between Ulm and Friedrichshafen. We are looking forward to the competition, which fits in very well with our exhibition concept,” said AERO project manager Roland Bosch with regard to the cooperation with Ulm. The aim of the Berblinger Flight Competition 2011 is to promote and demonstrate flight concepts using innovative technologies based on the latest research, know-ledge and developments in the field of aviation. The search for the winner(s) will concentrate on practicable, one- or two-seater, person-carrying aircraft using inno-vative technology and design and/or propulsion. Particular emphasis will be placed on environmental sustainability, economy and safety. Construction teams working with innovative and environmentally sustainable tech-nologies are invited from all over the world to take part in the competition. An inde-pendent jury made up of experts from the aviation and space industry, representa-tives from universi-

ties and research institutes and representatives of the town of Ulm will judge the entries. The Berblinger Flight Competition 2011 is open to teams from all over the world. In-formation on the Berblinger Flight Competition and the registration forms are avail-able on the Internet at www.berblinger.ulm.de. Entries can be submitted until December 31, 2010. Please note: The closing date for final registration has been moved forward to March 15, 2011 due to the early date set for the event. The Senior Mayor of Ulm, Ivo Gönner, will present the Berblinger Prize /the Berblinger Prizes in a special ceremony on Sunday April 17, 2011 in Ulm Town Hall. It is envisaged that all the aircraft taking part in the competition will be exhibited at the same time either in the Market Place or in the Minster Square in Ulm.

Helicopter Power in the Helicopter hangar

Program

AERO 2011 Ready for Take-Off Continued from Page 35 for years. Also contributing to that success are ultralight gyrocopters, which have found many adherents in recent years. On Lake Constance, ultralights will also be exhibited as gliders or motorized gliders.

Gliders AERO has been also been home for fans of soundless flying since its inception. Numerous manufacturers, a large part of them from Germany, will exhibit their one or two-seaters ranging from beginner gliders to high-end competition aircraft, the so-called super orchidees. Motor gliders are as popular as ever and can take off without the aid of towplanes or cable winches. These aircraft with retractable engines, folding propellers or a classic design and equipped with combustion or electric engines are becoming more and more popular. Flight training with glider enthusiasts will be offered on the west open-air grounds.

Electric Aircraft at the E-Flight Expo More exhibitors, numerous new airplanes with electric, fuel cell or hybrid engines as well as the inaugural presentation of the Lindbergh Electric Aircraft

Prize make the e-flight expo trade show within AERO even more appealing. One of the highlights in 2011 is the award ceremony for the Lindbergh Electric Aircraft Prize, which will be presented in Friedrichshafen by Erik Lindbergh, the grandson of the transatlantic pilot Charles Lindbergh. It is given for outstanding achievements in the development of electric aviation. Descendants of aviation pioneers Claude Dornier, Igor Sikorsky, Marcel Dassault as well as Graf Zeppelin have also agreed to come to e-flight expo in order to embolden the pioneering spirit of future aviation researchers under the motto ‘History for the Future of Flight’. At the e-flight expo, the first production-ready aircraft with electric engines will also be on display, as will the latest hybrid engines. At the same time, competitors will fight it out for the city of Ulm’s Berblinger prize at AERO as part of the e-flight expo. 200 years ago, the famous flight attempt over the Danube was made by the ‘tailor of Ulm’, Albrecht Berblinger. As it stands, 24 aircraft with alternative engines will compete at AERO for the Berblinger prize on Friday. The aircraft will be on display in hall A2 during the trade show.

Helicopters will have a more noticeable presence at AERO in 2011. A visible sign of that is that the latest helicopter models, new developments, research projects and accessory products will be displayed at the same time in two halls. But rare and older models will also be represented providing interesting insights into the development of helicopters. There will also be helicopters on hand from the general aviation idustry as well as from the army, navy, police and rescue services. Small or training helicopters with piston engines will also be on display, as will large turbine-powered helicopters. Information about careers in the rotary-wing aircraft industry and expert talks round out the program in the helicopter hangar.

AERO Conferences AERO Conferences will host numerous presentations and discussions at the eflight expo and the helicopter hangar. The Aircraft Owners and Pilots Association (AOPA) and the German Aero Club (DAeC) will also host several talks. The European Air Ambulance meeting, which requires prior registration, will be held at AERO for the second time.

At AERO 2011, exhibitors have the opportunity to make daily customer flights. In addition to that, aircraft with alternative engine technologies will take to the air on Friday as part of the city of Ulm’s Berblinger Flight Competition held at AERO. There will also be a helicopter rescue exercise in collaboration with the water police and fire department, which will take place on Lake Constance between the yacht harbor and Graf Zeppelin Haus on Friday, April 14 at 6:00 pm.

Somthing New for Visitors Who Fly In Themselves Messe Friedrichshafen is paying the admission to the trade show for pilots who fly their own planes to Friedrichshafen this year. Their landing fees will cover their admission to the show resulting in a savings of 15 euros. Pilots and passengers of visiting airplanes will enter the trade show directly from the new Zeppelin departure terminal (Zeppelin Hangar Restaurant). There is not an easier, more expedited and more convenient way to get to AERO. More information is available at www.aero-expo.com.

Celebrating Twenty-Seven Years of In Flight USA

March 2011

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