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Celebrating Twenty-Eight Years of In Flight USA
4
ON
THE
Story and Photos By Sagar Pathak
July 2012
COVER
SKYDIVING
stood at the edge of the back ramp of the Shorts Skyvan airplane and could see straight down. The wind whirled around me and I could not even hear the person standing right next to me. A wave of fear suddenly gripped me. It had been building for the past 15 minutes as we reached our jump altitude of 12,500 feet, but looking straight down and knowing in a few seconds I would be jumping out of a perfectly good plane seemed like a really bad choice. All of a sudden there was a tap on my shoulder and I was being pushed forward out of the airplane. Even before I could process what was going on (jumping out of an airplane) or mentally prepare (aka finding an excuse not to jump) and tell my legs to move (which they were not doing), my stomach was in my throat and my mind was in sensory overload as I was plummeting towards the ground. The immobilizing fear was instantly replaced with a sense of freedom. My
WITH THE
CANADIAN SKYHAWKS
I
After spending his life in search of flight, Sagar finally “flies.” (Courtesy the SkyHawks) stomach was back where it belonged and I was staring out at the mountains of Riverside, Calif. In front of me was a guy just floating there. It seemed so foreign, but then again, I was doing the same thing. Time slowed down and I started to relax. Then it hit me and a smile crept across my face. I was actually flying. My entire life I chased anything that put me in the air. And
now I was doing it in the most elemental way. And not only that, I was doing it with the world famous Canadian SkyHawks military parachute team. The Canadian Forces Parachute Team – the SkyHawks – is Canada’s only military parachute demonstration team. When I visited the team back in April, they were in the final days of their five-
week training camp to polish up before the start of the airshow season. This training camp served twofold: One – it allowed the candidates who wanted to be a part of the team to try out, and two – it allowed the team to practice, practice, practice before being on the road for the next seven months performing in shows. The first two weeks of the training camp was the selection process for new members. Before a member of the Canadian Armed Forces could even apply, he or she would have to have a minimum of 50 jumps under their belt and an endorsement from their commanding officer. After the candidate – who could be from the Army, Navy, or Air Force – submits the application, the staff of the SkyHawks reviews and then formally invites the candidate to the training camp. This year, the SkyHawks received 25 applications, and extended only eight invitations to try out for the team. No matter how good a jumper he or she might be, that is but one aspect of being a SkyHawk. Those first two weeks, Continued on Page 16
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TABLE Volume 28, Number 11
OF
CONTENTS
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July 2012
ON THE COVER COVER STORY
PHOTO FINISH
VERTICAL CHALLENGE
SKYDIVING WITH SKYHAWKS
Page 57 Story by Sagar Pathak
By Sagar Pathak
Page 4 Cover Photo By Sagar Pathak
FEATURES
DESTINATION
80-Year-Old To Receive Team80 Award for 80 Jumps ................6
Cessna and Piper Go International By Alan Smith ..........................................................10
Flying With Faber: Laguna Beach By Stuart Faber ..............................................................29
GAMA Welcomes EASA Certification for First LSAs..................8
Keeping the Spirit of Aviation Alive Via Museums By Carl Chance ........................................................11
COLUMNS
NEWS
Hearing Held On FAA Consolidation Plan ..................................8
Editorial: Government Advocacy Regarding Medicals Forward By Ed Downs, Editorial by Dan Nanowitz for AOPA ............................12 Olympic Airshow Shines Through the Clouds By Paul Tannahill ......................................................13 Vietnam Era Huey Lands on USS Iowa By John Dubpernell ..................................................27 Raymond D. Allen: WWII Vet Still Flying By Herb Foreman ......................................................42 Museum of Flight’s B-29 By Paul Tannahill ......................................................44
NTSB Issues Safety Alert: In-Cockpit Weather Radar ..............24 First American Female To Earn Zeppelin Pilot Status ..............26 Matt Younkin To Receive Barber Award ....................................33 NTSB To Hold Forum on GA Search and Rescue ....................33 Wings Over Wine Country to Feature Super Hornet Demo Team 46 “Rotor Daze:” For Helicopter-Enthralled Kids ..........................48
Contrails Goodies & Gadgets What’s Up?! Tips from the Pro’s Aviation Ancestry From Skies to Stars The Pylon Place
by Steve Weaver ......................17
..............................................24 by Larry Shapiro ......................28
..............................................39 by Scott Schwartz ....................40 by Ed Downs ..........................41 by Marilyn Dash ......................45
DEPARTMENTS Calendar of Events ........................................................9 Classifieds ....................................................................54 Index of Advertisers ....................................................58
SPECIAL SECTION: AIRVENTURE 2012.....................35-38
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Celebrating Twenty-Eight Years of In Flight USA
6
July 2012
LONG BEACH RESIDENT TO RECEIVE NATIONAL SKYDIVING MUSEUM TRUSTEES AWARD FOR TEAM80 Pat Moorehead, 80, of Long Beach, Calif., will be awarded with the National Skydiving Museum's Trustees Award during the museum's fundraising weekend celebration at Skydive Arizona, Eloy, on Nov. 10, 2012. The award is being given to recognize Moorehead's Team 80 event where he made 80 skydives to celebrate his 80th birthday. The event raised more than $18,000 toward the museum's building fund. On Nov. 20, 2011, to celebrate his 80th birthday, Moorehead jumped out of a plane at Skydive Elsinore – 80 times. Despite cloudy skies and rain, he set the world's record for the most skydives by an 80-year-old in one day. Moorehead actually made 81 jumps; after he broke the record, he went up one last time to fly the American flag. The feat took a little over six and a half hours and was supported by more
than 50 volunteers including Moorehead's wife Alicia, riggers, cameramen, a pilot, and a doctor on standby. Moorehead also managed to get the necessary equipment and an airplane on loan for the event. The jumps began around 6 a.m. and concluded shortly after 12:30 p.m. right before the skies opened and the rain began. Friends and admirers from around the world sent in contributions to the National Skydiving Museum to honor Pat. His original goal was $8,000, the final total was more than $18,000. The Trustees Award is a newly created award that will be given at the discretion of the museum's Board of Trustees for significant contributions to the museum and its mission. Moorehead will be presented the award by the president of the museum's Board of Trustees L. Len Potts at its prestigious Hall of Fame Dinner Saturday, Nov. 10. The gala will
be held at Skydive Arizona. Tickets to the dinner are still available. The dinner is part of a weekend fundraising celebration with activities starting Nov. 9 that include exhibit displays with some of the rich history of the sport, a theater featuring great skydiving footage, and a special display on the history of the Star Crest Recipient Awards (SCR). A video of Moorehead's jumps will be continuously played along with a banner signed by all who donated to his efforts. Throughout the weekend, a group of large-formation skydivers will be building 64-way formations to commemorate the birth of relative work. On Friday evening, there will be a BBQ with some of the sports' living legends sharing stories from the past. The culmination of the weekend is the Hall of Fame dinner presented by the Parachute Industry Association when
seven skydiving legends will join 17 others into the museum's Hall of Fame. More than 300 people from around the world are expected to join in the festivities and the event is expected to bring in more than $125,000 to support building the museum. The fundraiser will benefit the National Skydiving Museum's $6-million capital program that will raise the necessary funds to build the museum in Fredericksburg, Va. The National Skydiving Museum is a 501(c)(3) notfor-profit corporation governed by a Board of Trustees. For more information and to register for the National Skydiving Museum Weekend and Hall of Fame celebration, visit www.skydivingmuseum.org or contact the museum administrator, Nancy Kemble, at 540/604-9745 or nkemble @skydivingmuseum.org.
Visit In Flight USA’s website for the latest aviation news...www.inflightusa.com
July 2012
www.inflightusa.com
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Celebrating Twenty-Eight Years of In Flight USA
8
By Craig L. Fuller President and CEO AOPA afety is part of every pilot’s mission on every flight. We perform safety checks before we ever climb into the cockpit. We ask ourselves if we’re safe to fly, if the weather is safe to fly, if the aircraft is safe to fly, if the route we’ve planned is safe to fly…. You know how it goes–pilots put safety first. But how often do we step out of our routine to look at safety from a different perspective, or try to address safety of flight issues that fall outside of our common experience? For some of us, unfortunately, the answer is, “Only at my flight review.”
S
July 2012
SAFETY FIRST Forgive me for saying so, but that just doesn’t make sense when there are so many resources available from the Air Safety Institute (ASI). The online courses are free to anyone, so why not take advantage of them? Taking one of these interactive courses is easy. You can do it anywhere you have an Internet connection, and you can save your progress at any point along the way, so you don’t need to clear your schedule. Most classes take no more than an hour to complete. But if you’ve only got 15 minutes to spend, it’s no problem. You can return to the place you left off whenever it makes sense for you. The safety dividends are obvious, but there are other rewards, too.
Completing ASI courses can help you earn accident forgiveness with certain aviation insurance policies, and it can also give you extra entries into AOPA’s annual aircraft sweepstakes–this year we’re giving away the Tougher Than A Tornado Aviat Husky. (You know you want to take it home from AOPA’s Aviation Summit this October.) Of course, you don’t have to take a course to get important safety information. All you really have to do is visit the Air Safety Institute at AOPA.org/asf and check out just about anything you find there. You’ll find entertaining quizzes, insightful blogs, educational safety videos, scary Real Pilot Stories, and humorous pilot safety announcements.
Every time you visit, you’re sure to find something new – like the preliminary report on general aviation accidents for 2010-2011 we’ve recently posted. You can also find out when the Air Safety Institute will be in your area conducting live safety seminars or check out interactive accident maps that show you where accidents are most likely to occur – good information to have before you take off for a new destination. Putting safety first is part of the aviation culture and part of every pilot’s routine. Why not take it a step further and try something new from ASI – it costs you nothing and it could save your life.
GAMA WELCOMES EASA CERTIFICATION OF FIRST LIGHT SPORT AEROPLANES The General Aviation Manufacturers Association (GAMA) welcomes certification of the first light sport airplanes (LSA) by the European Aviation Safety Agency (EASA). The new certification specifications apply to airplanes with two seats that weigh less than 1,320 pounds. “Certification of the first LSAs in Europe is a clear signal that EASA is genuinely committed to investing resources that will help revitalize the light end of the general aviation segment,” said
GAMA’s President and CEO, Pete Bunce. “These new certification specifications will result in increased safety and reduce unnecessary regulatory burden as new, more advanced aircraft and technologies are brought to market.” This recent move by EASA is just one portion of the agency’s increased focus on light general aviation (GA) aircraft – from microlights up to certification specification (CS) 23 airplanes. Bunce continued, “GAMA is
pleased that EASA continues to support and partner with the Federal Aviation Administration in the Part 23 (CS23) Reorganization Aviation Rulemaking Committee (ARC), which will modernize the design and manufacturing rules for aircraft in this certification category.” The rewrite of the P23/CS23 certification specifications will most likely create a progressive, tier-based system where smaller, lighter airplanes will be designed and certificated under rules
PETRI HOLDS HEARING
TO EXAMINE FAA CONSOLIDATION FOR NEXTGEN AND COST SAVINGS
The Subcommittee on Aviation, chaired by U.S. Rep. Tom Petri (R-WI), held a hearing on May 31 to examine the Federal Aviation Administration’s (FAA) need and efforts to consolidate air traffic control facilities to provide long-term cost savings and help U.S. aviation transition to the NextGen air traffic control system. The following is the opening statement of Chairman Petri: “Five years ago, the Aviation Subcommittee held a hearing on FAA facility conditions. At that hearing, the FAA witness testified that a key element of the FAA’s transformation to NextGen air traffic control modernization is consolidation of its facilities. “The FAA witness also noted that without consolidation, the FAA is tied to maintaining outdated facilities with outdated technology based on outdated 1960’s radar boundaries. As we all know, NextGen touches every aspect of the Agency’s mission and currently costs
roughly a billion dollars per year. It is also a job creator, and vitally important to allow the United States to compete in the global marketplace. “At the 2007 hearing, the Department of Transportation Inspector General pointed out that a major factor in both capital and operating costs for NextGen is the degree to which the Agency eliminates or consolidates FAA facilities. “Congress agrees with the need for FAA to address its aging, run-down, and obsolete facilities, while furthering NextGen and making smart investments. In fact, in the FAA Modernization and Reform Act signed by the President on Feb. 14, Congress included section 804, which requires the FAA to develop a National Facilities Realignment and Consolidation Report within 120 days of enactment. “In accordance with section 804, the FAA must work with labor and industry to develop a plan to transition to NextGen
and to reduce capital, operating, maintenance, and administrative costs of the FAA without adversely affecting safety. The report is to be submitted to Congress, and if Congress does not pass a joint resolution of disapproval, then the FAA must follow the recommendations included in the report. “It has been pointed out to me that the FAA’s facility consolidation and realignment effort has actually been in the works for decades now. “Over the years, this effort has resulted in some successes, but overall very little progress has been achieved in terms of addressing the needs of NextGen, the FAA’s aging facilities – some of which are well past their useful life – and the poor working conditions endured by many FAA employees. This hearing is intended to focus attention on this critically important program and effort. “Everyone is in agreement that the FAA must plan for the future by consoli-
more appropriate for their complexity than the heavier, higher performance airplanes in the same certification category. Bringing these new products to market will become more efficient, thereby decreasing their cost and acting as a catalyst for a resurgence at the light end of the segment. Participation by certification bodies around the world is critical to ensuring that the standards for light airplanes are consistent and accepted around the globe.
PLAN NECESSARY dating, realigning and closing many of the more than 400 terminal facilities for which it is responsible. This not only makes sense from a fiscal perspective, but also is an absolute necessity for NextGen. “To this end, I look forward to hearing from the witnesses on the status of the FAA’s facility consolidation and realignment plans. Specifically, the Subcommittee is looking for a clear description of the FAA’s implementation timeline and cost estimates; how the FAA is working with labor groups and industry stakeholders; and, finally, the agreed upon metrics for determining progress. “Today’s hearing is an opportunity for the FAA to refocus its efforts, seek the support of Congress, labor groups, and other stakeholders, and take full advantage of the opportunity provided by Section 804 in the FAA Reauthorization Law.” For more information on the hearing, including video and witness testimony, visit http://transportation.house.gov
July 2012
www.inflightusa.com
9
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A Field Guide for Flight Training If youâ&#x20AC;&#x2122;ve been following along with my regular updates, you know our team at AOPA has been ^VYRPUN OHYK [V Ã&#x201E;UK ^H`Z to grow the pilot population, including helping more student pilots successfully JVTWSL[L [YHPUPUN HUK LHYU H WPSV[ JLY[PÃ&#x201E;JH[L >P[O KYVWV\[ YH[LZ HZ OPNO HZ WLYJLU[ ZVS]PUN [OPZ WYVISLT PZ JYP[PJHS 6M JV\YZL HZ ^P[O TVZ[ ZPNUPÃ&#x201E;JHU[ JOHSSLUNLZ [OLYL PZ UV LHZ` Ã&#x201E;_ >L»]L ZWLU[ [^V `LHYZ KLS]PUN PU[V [OL YLHZVUZ ZV THU` Z[\KLU[Z KYVW V\[ VM [YHPUPUN ZLLRPUN PUW\[ MYVT [OL [YHPUPUN JVTT\UP[` HUK ZLHYJOPUN V\[ YLHS ^VYSK ZVS\[PVUZ (UK K\YPUN [OH[ [PTL ^L»]L SH\UJOLK ZL]LYHS PUP[PH[P]LZ KLZPNULK [V OLSW WYVTV[L [OL \ZL VM VW[PT\T [YHPUPUN WYHJ[PJLZ 5V^ 0 HT L_JP[LK [V [LSS `V\ HIV\[ H UL^ ^H` [V OLSW Z[\KLU[ WPSV[Z Ã&#x2026;PNO[ PUZ[Y\J[VYZ HUK Ã&#x2026;PNO[ ZJOVVSZ JVSSHIVYH[L [V TPUPTPaL [OL MY\Z[YH[PVUZ VM [YHPUPUN HUK TH_PTPaL [OL JOHUJLZ MVY Z\JJLZZ >VYRPUN ^P[O 0+,6 H \UPX\L KLZPNU JVTWHU` PU :HU[H *SHYH *HSPMVYUPH ^L OH]L KL]LSVWLK H ZL[ VM Ã&#x201E;LSK N\PKLZ [V Ã&#x2026;PNO[ [YHPUPUN 3PRL HU` V[OLY Ã&#x201E;LSK N\PKL [OL` PUJS\KL IV[O [OL PUMVYTH[PVU HUK [OL [VVSZ ULLKLK [V OLSW `V\ NL[ [OL TVZ[ MYVT [OL L_WLYPLUJL ,HJO VM [OL [OYLL N\PKLZ PZ PU[LYYLSH[LK ^P[O VUL IVVR MVY Z[\KLU[Z VUL IVVR MVY PUZ[Y\J[VYZ HUK VUL IVVR MVY ZJOVVSZ <ZLK [VNL[OLY [OL` LUZ\YL [OH[ L]LY`VUL PU]VS]LK PU [OL [YHPUPUN WYVJLZZ PU VU [OL ZHTL Ã&#x2026;PNO[ WSHU MYVT [OL Ã&#x201E;YZ[ [HRLVMM [OYV\NO [OL Ã&#x201E;UHS JOLJRYPKL (SS [OL N\PKLZ WYV]PKL ]HS\HISL PUMVYTH[PVU I\[ [OL` HYL UV[ TLHU[ [V ZP[ VU H ZOLSM MVY YLMLYLUJL 9H[OLY [OL` HYL TLHU[ [V IL \ZLK SPRL ^VYRIVVRZ VMMLYPUN WYHJ[PJHS HWWSPJH[PVUZ [OYV\NOV\[ [OL [YHPUPUN WYVJLZZ >L»]L [HRLU [OL N\PKLZ [OYV\NO L_[LUZP]L [LZ[PUN ^P[O TVYL [OHU ]VS\U[LLYZ HUK [OL` HYL PU WYVK\J[PVU UV^ 0M `V\»YL H[ (PY=LU[\YL PU 6ZORVZO [OPZ `LHY IL Z\YL [V ]PZP[ (67(»Z [LU[ MVY H WYL]PL^ @V\ JHU HSZV NL[ H ZULHR WLLR VUSPUL H[ ^^^ HVWH VYN M[PUP[PH[P]L >OL[OLY `V\ HYL Q\Z[ Z[HY[PUN V\[ PU Ã&#x2026;`PUN `V\YZLSM VY `V\ ^HU[ [V HZZPZ[ H M\[\YL WPSV[ `V\ RUV^ 0 [OPUR `V\»SS Ã&#x201E;UK [OL UL^ (67( -SPNO[ ;YHPUPUN .\PKLZ HYL [OL YPNO[ [VVSZ MVY THRPUN [OL Ã&#x2026;PNO[ [YHPUPUN L_WLYPLUJL H WVZP[P]L HUK Z\JJLZZM\S VUL
Craig L. Fuller AOPA President and CEO
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he two largest lightplane and business aircraft manufacturers in the United States have expanded overseas to have their designs built both in Europe and the Far East under license by foreign manufacturers. Cessna has reached an agreement with Chinese government run companies to build their business jets and sell them to both successful Chinese companies and wealthy Chinese individuals. And, about five years ago, when Cessna introduced its 162 Skycatcher as a light-sport aircraft here in the U.S., the company reached an agreement to build it with the Chinese government owned Shenyang Aircraft Corp. At the time, Cessna’s president said that, without the Chinese agreement, Cessna would have hesitated to introduce the 162 because of relatively high U.S. manufacturing costs. There is no doubt that the Chinese know how to build airplanes. Both Boeing and Airbus have been using Chinese companies for years to build major parts (like wings and tail assemblies) for their airliners. In Europe, overseas construction of Cessnas goes all the way back to 1960 when the financially troubled Reims Aviation Company in France was able to sell 49 percent of their stock to Cessna, who began shipping the 150 and the 172 as kits to Reims for final assembly and sales. Quite a number were completed in this way with most sold in France. A few more were sold elsewhere in Europe and in the Middle East. Full production began and other Cessnas built there included the 177 and 182 as well as the push-pull twin engined 337 Skymaster. Currently in production at Reims is their F406 twin-engine business aircraft based on the Cessna 404. Piper, based in Vero Beach, Fla. has been strong in South America with many
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Reims F406 in use at Air Taxi Europe. It is based on the Cessna 404.(Air Taxi Europe) of their personal planes built by Embraer in Brazil. These include the Cherokee, Saratoga, Super Cubs and the Dakota. Two years ago, Piper surprised the LSA market with the short-lived PiperSport, a neat little low wing two seater both designed and built by Czech Sport Aircraft for sale in both Europe and the U.S. While American personal aircraft like the Pipers have been manufactured in smaller numbers in both Columbia and Argentina, Embraer has long been the dominant aircraft manufacturer in Latin America. They continue to expand and just recently opened a plant in Melbourne, Fla. For South American Piper sales, one may assume that their facility outside of Sao Paolo, Brazil will continue to build U.S aircraft there under license. There is no doubt, though, that the four-seater lightplane market both here and around the world is dominated by the Cessna 172. In production here since 1956 and later overseas, more than 43,000 172s have been built and sold. We all know it as the Skyhawk and it is still in production. More than 1,000 of this writer’s 3,516 hours are in various 172s.
July 2012
www.inflightusa.com
11
KEEPING THE SPIRIT OF AVIATION ALIVE: THE KANSAS AVIATION MUSEUM By Carl E. Chance hat gives an aviation museum spirit, a pervading animating principle? Is it the building, the aircraft displayed, or the artifacts that chronicle the past, telling the story of aviation pioneers and the craft they flew? The Kansas Aviation Museum believes that it’s much more than that. An aviation museum needs dedicated and creative people who have the vision and the passion, giving rise to what can only be recognized as a profound spirit, evidenced by the daily work in maintaining and growing the historic collections. The difference magnifying the dimension of that spirit lies in the depth and commitment of the dedicated staff and volunteers in their quest to keep aviation history alive in the present and for future generations. Spirit is difficult to communicate because it’s so intangible. You know that spirit itself can’t be touched, seen or heard, but when you’re in the midst of a museum that expresses the spirit of aviation, you can sense it. Spirit will manifest itself in various forms as people act on that spirit to do creative works. One leading aviation museum director I’ve had the honor to know who has
W
this spirit, is Walter J. Boyne, former director of the Smithsonian Air & Space Museum. Walter took that museum to new heights with collections, artifacts, restorations and memberships. Walter also founded Air & Space Smithsonian Magazine and is now a world renowned aviation historian and author. His awards and fame go way beyond what is mentioned here. The Smithsonian certainly maintained the spirit that propelled the institution to excellence. Following in Boyne’s footsteps today I’m proud to say, is a unique person I also have the honor of knowing who exhibits that same spirit. He is Lon Smith, Executive Director of the Kansas Aviation Museum in the city of Wichita, Kans., known as the “Air Capital of the World.” Lon certainly exemplifies that special spirit, showing the passion and pride of accomplishment over the past several years with restoration and upgrades to historic property, exhibits, marketing and promotion. It shows in the growth and development in an impressive way. The monthly open house exhibits with educational programs that take place expand the museum’s value and make for welcomed community support. Lon Smith, originally from Wood River, Ill., a suburb of St. Louis, Miss.,
holds a Bachelor of Science and Master of Arts in Speech Communications, a Master of Public Administration with a nonprofit management emphasis and is a Ph.D candidate in Public Policy and Administration with a nonprofit management emphasis. His dissertation is focused on museum innovation. Smith has been involved with museums from a very early age, having volun-
teered in museums where his mother, LaWanda Smith was curator then director. In 2005, Smith decided to persue a career in museum management; returning to school to complete a second masters degree and going on to work toward his Ph.D in nonprofit management. At the same time, Smith began employment with the Museum of World Treasures as Continued on Page 18 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 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-Eight Years of In Flight USA
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July 2012
Editorial
GOVERNMENT ADVOCACY Comments make the case for medical petition. Deadline approaching for having your say. Introductory Comments By Ed Downs Editorial By Dan Namowitz for AOPA Introductory Comments This month’s editorial comments are contributed by our long time friends at AOPA, and certainly worthy of both consideration an action. In Flight USA strongly supports FAA Docket No. 20120350, which defines an Exemption to CFR 14, Part 61 to allow pilots who fly many common single-engine aircraft for recreational purposes to be able to use a driver’s license and completion of a medical self-assessment course as the basis for self-certifying fitness for flight. However, this writer, an active CFI and FIRC instructor has heard a number of comments (including words in the comments that follow) that indicate some confusion as to how this exemption applies to a person exercising the privileges of a sport pilot. Assume you are a contemporary
recreational, private, commercial or ATP pilot who has simply allowed your medical to expire, with no denial or revocation. You may exercise the privileges of a sport pilot so long as you have a valid driver’s license. You may fly only a plane that meets the FAR Part 1 definition of an LSA (two place, max CAS at sea level, 120 knots and max gross weight of 1320 lbs. No horsepower limit). There is no testing or special training (including medical) required. You do not “become” a sport pilot, but retain the same rating you now hold along with the class and category listings. You are simply “exercising the privileges” of a sport pilot, you do not become one. If this exemption goes through, you can still exercise the privileges of a sport pilot, but with special medical awareness training, you can now operate a typical GA plane with no gross weight or speed limit. The engine must not exceed 180 hp and you can carry only one passenger. Be sure to read the recommended references for full details and other restrictions that might apply to flying a plane that does not qualify as an
LSA. While the sport pilot rule has certainly influenced this proposal, it is not tied to it. Now, let’s assume you have only a sport pilot certificate with no higher pilot ratings. This proposal has no effect on the flying you are now doing in an LSA. However, it does allow you to go ahead and obtain a private certificate without having a medical certificate. Having a private certificate would remove the LSA speed and weight limitations and allow you to fly that typical GA plane, just so long as you carry only one passenger and the engine does not exceed 180 hp. Passage of this exemption will not allow a certified sport pilot (that is what it says on the pilot certificate) to simply jump into a C-172 and go flying. One still needs at least a recreational (more practicably, a private) certificate to fly the larger airplane. Anyway you look at it, this is a good deal. Medical standards for recreational flying did not even exist until just before WWII, when the Roosevelt administration implemented the government spon-
sored Civilian Pilot Training Program (CPTP). Ostensibly set up to promote business and commercial aviation, it was actually a back door way to build up a reserve of pilots for the war that was sure to come. Medical standards were introduced due to the probability of these pilots ending up in combat. There never was, nor has been, data that supports a medical certificate for private/business flying.
AOPA Editorial nyone who gets into a conversation with a general aviation pilot nowadays knows that talk quickly turns to concern about the decline in the pilot population. Most pilots know someone who stopped flying out of worry about the time and expense of pursuing an application for a third class medical certificate, or they know someone who is thinking about “letting it go.” Possibly an aircraft long based at the local airstrip now sits idle, or bears a for-sale sign. In the past, all you could do on hearContinued on Page 14
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By Paul Tannahill or the 14th year running, Fathers’ Day weekend and the Olympic Air Show, hosted by the Olympic Flight Museum, at the Olympia Regional Airport, in Washington State, has signaled the start of airshow season for many aviation enthusiasts in the northwest. For the last few years however, less than ideal weather has played a major factor, this year being no different. Low ceilings, poor visibility and showers in the area, likely kept many fly-in visitors and spectators at home. Many of the performers were forced to modify their routines to cope with a ceiling that at times was at or around pattern altitude. Fortunately conditions never deteriorated to the point where the show had to be canceled entirely. Visiting performers this year included Will Allen, “the flying tenor” in his Pitts S-2C; Renny Price in his Sukhoi SU-29, “Super”; Dave Matheson flying his spectacular MX2; Greg Howard in the Giles G-200; and Paul Hajduk with his Schleicher ASW-15 glider. Of course no airshow in the northwest is complete without an appearance by the Granleys. This show being no exception, Bud Granley took to the air in his trademark gold Fouga Magister before jumping in his Yak-55 later in the day to team up with his son Ross flying his Yak-18T for their dramatic duel aerobatic display. Several aircraft and helicopters from the Olympic Flight Museum’s own collection, took to the air each day. Helicopter demonstrations were flown in the very rare and very odd Kaman HH-43 Huskie, as well as a duel ship display showcasing the museum’s UH-1H Huey, teamed up with their AH-1 Cobra, one of only a few Cobras flying in civilian hands. On the fixed wing side, the Aero Vodochody L-39ZO Albatross took to the
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The trademark gold Fouga Magister, of Bud Granley caught passing in front of a very rare patch of blue sky, during his aerobatic display. (Paul Tannahill)
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Red, White & Blue! The Olympic Flight Museum’s “Tora” Zero Replica was piloted by Brian Reynolds and the museum’s P-51D Mustang American Beauty was flown by Bud Granley for a few passes and a mock dog fight. (Paul Tannahill) Continued on Page 19
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Editorial
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Continued from Page 12 ing such a tale was to commiserate and express the hope that the process wouldn’t break the pilot’s will to keep going, taking one more aircraft out of local skies and sending a ripple of gloom through the aviation economy. Not anymore. Aviators have the FAA’s attention about a way to reinvigorate GA – but with only days left to speak your piece, it’s getting down to crunch time. Fortunately, saying what’s on your mind is as easy as drafting a brief email message, and clicking the “send” button. As you may already know, if a medical-exemption petition submitted to the FAA by AOPA and the Experimental Aircraft Association prevails, pilots who fly many common single-engine aircraft for recreational purposes will be able to use a driver’s license and completion of a medical self-assessment course as the basis for self-certifying fitness for flight. That would keep more pilots flying and prevent numerous aircraft from being sold or pushed into the back of a hangar indefinitely. How can you help? This page (www.aopa.org/advocacy/120329tips-tofiling-comments-medical.html) provides guidance about how to compose concise but effective comments on FAA Docket No. 2012-0350 that tell your personal story in the context of the overall benefit of the petition to the pilot community and the aviation economy. The information includes instructions on how to file your comments online, or how to send them in by mail instead. Tell the story in your own words, explaining how this proposal would work for you. Links are provided to sources of more information at both the AOPA and EAA websites.
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The following examples of comments already submitted on the petition make strong points in its favor, in the context of the individual pilots’ needs and experience. “Pilots in general are healthy, intelligent people who from the day that they start flight training are totally focused on safety, to include their physical well being,” wrote one pilot. “The third class medical has never made myself or any of the many pilots that I know safer pilots. Few pilots if any would start that engine if they were unable to complete that flight because of health problems. I believe that Docket FAA-2012-0350 is long overdue and would make the National Airspace safer than it currently is.” Comments can be brief but effective,
as demonstrated by one pilot’s take on the petition’s potential to increase the ranks of aviators: “This exemption will promote continued safe recreational flying from those who currently have licenses and encourage others to get the necessary qualifications to join the flying fraternity.” A pilot addressed the petition’s potential to improve health awareness: “The petition presents a rational, measured approach to aeromedical issues. I feel that the requirement for ongoing self assessment training every 24 months would indeed enhance the airman’s qualifications towards being pro-active about his (or her) health and the ability to recognize potential issues regarding the exercise of their privileges. We have to determine whether or not we are able to function physically and mentally before flying anyway, medical certificate or not.” A corporate pilot expressed support for the petition, pointing out that “the recreational pilot does not have the burden of someone else’s schedule or expectations, thus does not have the pressure to complete the flight. As pilots, we have to do this for every flight already. I also fly recreationally, with my own aircraft and can approach those flights with a totally more relaxed schedule. I strongly support the AOPA and EAA exemption as submitted and can envision using it upon my retirement from corporate aviation.” An appeal for approval came from a sport pilot who already can fly a light sport aircraft under the provisions sought in the petition for aircraft of up to 180 horsepower: “Please consider granting the petition for allowing recreational aviation with a driver’s license and self-certification. I am a Light Sport pilot. There is one plane within 100 miles of me that is available for rental. None of the flight clubs can afford a new light sport plane. This proposal would allow me the option of joining a local flying club and renting their Cessna. I could fly much more with this option.” A prospective pilot pointed out that flying the affordable, designated aircraft under self-certification might bring him into aviation and lead him to upgrade later. “I would be very happy to fly an existing, non-LSA Citabria, Cessna 172 or Piper Cherokee without having to go through the formal medical certification. Of course, if these turn out to be a ‘gateway’ to more complex aviation, then I'd be happy to work on my medical – but the more the initial cost is reasonable, the more likely I am to take up aviation in the first place,” he wrote. A commenter who identified himself Continued on Page 19
July 2012
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Celebrating Twenty-Eight Years of In Flight USA
July 2012
Canadian Skyhawks Continued from Page 4 the team evaluates each candidate not only on their canopy relative work, but crew aptitude, communications, ability to work in a team, and attitude. As Captain Indira Thackorie, Public Affairs Officer for the team, so eloquently put it, “The demonstration is about showmanship. This is not stuff they normally do in the military. But the maneuvers demonstrated in the sky with parachutes show the teamwork, professionalism, dedication, and physical fitness needed to work as a team. All skills that every member of the Canadian Armed Forces exemplify.” Of those eight candidates invited, at the end of the two weeks, all eight were extended an invitation to join. One of them was Sgt. Kevin Walker, an infantier from 3rd Battalion Royal Canadian Regiment. Sgt. Walker and the other 13 members of the team arrived at 7:30 a.m. every morning to the training camp in Perris, Calif., went up in the plane, jumped out, spent 20 minutes on the ground, and went back up again. They did this same routine eight to10 times a day, five days a week for five weeks total. Oh, and did I mention that they didn’t even take a break for lunch? They take every safety precaution to make sure it is safe and they practice and practice till they get it right. This constant repetition helps make the maneuvers ingrained in their muscle memory. “We started with basic things like exiting out of the airplane, figuring out how to change our levels on our canopy, how to maneuver, and then we got into some basic pilot pin maneuvers, which is where the top pilot will bring in the hinge and puts his feet in the lines of the lower guy. Then by the fifth week, we are learning the show routine. Once this week is over, we will take a short break to visit with our families and then hit the road and jump at shows every weekend till the end of October,” Sgt. Walker said. With this dedication and training, I felt a bit at ease to be doing my very first sky dive. Not really comfortable, but folks like Sgt. Walker made it look easy and sound like a blast. But Sgt. Walker’s first jump at camp wasn’t perfect. “First jump at training camp wasn’t too great. I did a flip when exiting the airplane, and had to get myself stable again. My instructor, who jumped with me, came back to me, and I remember that I couldn’t believe how accurately he could work back to me and how smooth everything was. It was quite the thing to see another canopy come towards me and stop right beside me.” Hopefully my first jump would be just as exciting as well. And after seeing the SkyHawks jump five times that day, I was itching to go up in the air with them.
I spent a good 30 minutes on the ground getting a very thorough briefing on the equipment and what to expect once in the plane. I was also taught some basic hand signals and what body position to be in by my tandem jump master, Warrant Officer Mario Lakatos, a former SkyHawk, who was at the training camp to coach the new team members. I knew I was in good hands. We sat on some benches in the shade waiting for our airplane to land. Fifteen jumpers, four camera men, and one very nervous Sagar. As the time came closer to board our airplane, I started wondering what I had gotten myself into. I looked around and the guys were “in the zone.” This was their last jump for the day and Continued on Page 22
July 2012
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Contrails
17
by Steve Weaver
REMEMBERING ORION e walked through the office door at the airport on a hot July afternoon in 1969, looking like a farmer in his late 50s who had climbed down off his tractor and come directly to the airport. All of this turned out to be good detecting on my part, because that was exactly who he was and what he had been doing before he took a ride to see us. Orion as it turned out had something bothering him, and it had been eating at him for almost 25 years. He had returned from the big war, gotten married, raised a family and become a successful farmer and business man, but this little piece of his past was always there and it still nibbled away at the little secret spot where a person lives, even after all those years. He confessed to me that afternoon, sitting in the big armchair in my office, that he had washed out of the Army Air Corps flight training. Even after a generation, I could still see the regret and the shame in the faded brown eyes.
H
Steve and the flying school Citabria in 1969. Perhaps it was having his family raised or maybe it was attaining financial comfort, but he had decided to put to rest the memory that dogged him and do what he had failed to do years ago. He wanted – no I should say he planned – to learn to fly. Orion, I was to learn in the next few minutes, was imbued with the courage of
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Of course I said I would be glad to do that, since teaching people to fly was currently my chosen method of earning a living, and we made arrangements for me to pick the airplane up at Clarksburg where the previous owner had it hangared and move it to our airport. And so it was that Orion became a part of my life for the next year, and as surely as eight o’clock on Sunday morning came, so did Orion. He was faithful and on time, and each Sunday as he began preflighting the Super Cruiser, I began steeling myself for what was sure to be another trying hour. For the Army Air Corps as it turned out, didn’t wash Orion out because he didn’t shine his shoes. I had never encountered a student with so little natural aptitude for flying. Or to put it better, so much talent for not learning to fly. Continued on Page 20
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The Kansas Aviation Museum
Continued from Page 11 Director of Marketing and then in June of 2008 took over as executive director of the Kansas Aviation Museum. Lon Smith has stated, “When individuals journey from around the world, they visit our local museums. This is particularly true with regard to visiting the Kansas Aviation Museum. When pilots, celebrities and aviation enthusiasts come to town to receive flight training and service their aircraft, or to buy one of our
Wichita produced aircraft, they know of our Air-Capital-of-the-World heritage.” Smith went on to say, “After 20 years of perseverance, the Kansas Aviation Museum has proved that it is a part of the fabric of our community. It is in the right location and is poised to become the world-class aviation museum that Wichita deserves.” Looking to the future, there is more that can be done to show pride in the long and rich Kansas and Wichita aviation
heritage. The Kansas Aviation Museum, housed in the original, historic Wichita Air Terminal, is the gateway to this heritage and, as such, is something about which the populace, state wide, can all take great pride. When visiting The Kansas Aviation Museum, you will find this spirit at work with the team of Lon Smith, his staff and the valued volunteers scurrying about the museum working on the many and varied projects in their efforts to grow the muse-
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um through their unity and combined strength of Spirit. Of equal importance are the committed volunteer members of the board of directors who labor to keep the economics of the museum on a stable path of equilibrium. Their efforts are tireless and deserve valued recognition. There are countless aviation museums across America that endeavor to preserve their individual aviation history and they deserve the recognition and support of the community, city and state. Their value far exceeds their presence. Educational programs that spark our young people with the spirit of aviation will pay off in the future generations of pilots, engineers, astronauts and many other aviation related occupations. The strength of our nation is truly dependent upon the spirit of innovation and commitment. For more information on the Kansas Aviation Museum, log on to www.wingsoverkansas.com; scroll down to Special Subjects and click on the Kansas Aviation Museum Journal. Also, visit www.wingsovertheworld.com for an International resource on aviation and aerospace subjects.
Skyhawks Continued from Page 16 they were mentally exhausted. Eight to 10 jumps a day for five weeks in a row takes a toll on the body. But they were professionals and I was in great hands. The ride up to 12,500 feet seemed to take forever. I slowly watched my altimeter increase and realized that in a few minutes, it would be spinning very fast in the opposite direction. No one spoke on the plane. It was an eerie calm with the only noise being the dull roar of the engines. I caught myself unconsciously tapping my toe in nervousness. What had I gotten myself into? With a wave from the pilot signaling that we were at the first set of jumpers’ altitude, I saw SkyHawks jump into action. A slap of the palms followed by a fist bump and the guys were getting psyched up to jump. The ramp opened and the guys walked up to the edge. A green light above the door and, just like that, the team was gone. One second they were there, and the next they were plummeting towards the ground. The door closed and it was as if they were never there. A few more thousand feet and it would be my turn. Warrant Officer Lakatos tapped me and started to strap me in as we had practiced on the ground. That seemed like an eternity ago. The butterflies were in full effect. Was it too late to back out? The ramp opened and we wadContinued on Page 22
July 2012
ww.inflightusa.com
Olympic Airshow
Continued from Page 13 sky for a display. The museum’s P-51D in combination with the “Tora” replica Zero, took to the air for a few passes and a mock dogfight, before the Mustang broke off to perform a solo aerobatic display in the capable hands of Bud Granley. Likely the highlight of the show for many was the fast and loud F/A-18 Super Hornet demonstration, flown by LT Kyle “Nac” Hartman, of the F/A-18 Super Hornet West Coast Flight Demonstration Team, and VFA-122 “Flying Eagles,” out of California. Saturday’s show brought a special fly-by appearance by a C-17 Globemaster III, out of nearby Joint Base Lewis McChord. Sunday brought a special appearance by Grumpy, the B-25 from the Historic Flight Foundation. Unfortunately the B-25’s arrival was delayed, possibly due to weather, and only those who didn’t leave immediately after the show were witness to the demonstration. New to the line up this year was the appearance by Bill Braack and the Smoke and Thunder jet car. The Show was closed each day by the Cascade Warbird Squadron performing fly bys in several vintage warbird types. Notably missing this year was the traditional helicopter car drop, and the CAF B-17 Sentimental Journey, which made a last minute cancellation.
Editorial Continued from Page 14 as a medical doctor pointed out that the sport pilot experience proves that safety has been preserved while a burden on those pilots has been lifted. “With several years of positive experience now behind us with sport pilots operating with drivers licenses, it is clear that safety has not been sacrificed by the lack of this significant burden on pilots,” he wrote. “The decline in the number of pilots could be positively affected by removing this significant burden and safety could be improved by the safety programs that would replace it. I would strongly urge you to act favorably on this issue.” Review the AOPA/EAA Guide to the Medical Petition by downloading it at www.eaa.org/news/2012/2012-0320_exemption.pdf, or consult the frequently asked questions by downloading it at www.eaa.org/govt/FAQ_medical_exemption.pdf to learn more about the exemption request. You can submit your comments and/or review previously submitted comments at the Regulations.gov website at www.regulations.gov/#%21home by searching Docket FAA-2012-0350.
By the end of the weekend, rumors were swirling around the show grounds of this being the last Father’s Day weekend airshow, indicating the possibility of a shift to a date later in the year, in search of consistently better weather. Despite the adverse conditions this year however, well done to all involved. Individuals interested in finding out
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Contrails Continued from Page 17 Things that the average student grasped within minutes took Orion hours – grueling, mind numbing hours of repetition. Making a coordinated turn without losing altitude for instance, took the number of hours that ordinarily I would see a student soloed. We would work and work on a particular maneuver and I would see progress during his lesson, but when he returned the next week it would be as if we had never before covered that part of flying. He seemed much effected by little things, such as whether his cushion had been correctly positioned, or the trim had been changed. I began to dread Sunday morning. The one bright spot that I came to see after a while, was when the light bulb went off in Orion’s head and he finally grasped something, he had it in a strangle hold and he had it forever. After ten hours or so of dual instruction, with Orion’s abilities about where the average student’s would have been during the second hour, we had “The Talk.” “Orion” I said, “I realize how important learning to fly is to you and we both know that it isn’t coming easily for you. I want you to know it’s going to take a long, long time, but I think you can do it and if you’ll keep at it I’ll stick with you.” The hours piled up and Sunday after Sunday passed and summer turned to fall and then the leaves were gone. Cabin heat was the order of the day when we finally were ready to begin takeoffs and landings and I couldn’t believe that it was taking me so long to teach someone to fly an airplane. I kept taking comfort in the fact that although the learning was agonizing, Orion really did eventually learn and once he learned something he held it to his breast and celebrated it. It was his forever. Spring came early that year and as the flowers of April sprinkled the grass of our runway I stood among them and watched Orion and the Super Cruiser take wing without me for the first time. I had spent many hours after he had mas-
tered the technique of taking the ship off the ground, flying a proper pattern and setting it down in the right place with the proper attitude, just to make sure that he wouldn’t suddenly regress. At this point, let me confess out loud, I had flown with Orion for more than 40 hours. Never had I encountered a student, who combined such a desire to learn with such a resistance to doing so; but he was flying now and I watched him glide in for a perfect landing. He taxied back to me with a big smile on his face and I sent him back to do two more circuits before going to the hangar and losing his shirttail. Orion never got a Private License because it would have added nothing to what he had. He owned an airplane and had a place to keep it and he had the ability to do what he had set out to do so many years ago. He had shown the world and even more importantly he had shown himself that he had what it took to fly an airplane and to wear the title of pilot. He kept that airplane and flew it locally from his strip for many years and it wasn’t hard to sense the joy that it brought him. So far as I knew he never went cross country in it, but he never tired of being aloft, looking down at the land that he had walked over as a youth. I loved it when he’d come to our field for fuel and I could see the pride on his weathered face and know that I had something to do with making his dream come true. Orion’s patterns and landings had an almost boring sameness, with the angle of his approach and the touchdown spot on the runway exactly like the last one and always exactly right. I was standing outside the hangar one day when Orion came in and one of the airport regulars was watching his usual perfect approach and touchdown. He remarked that in all the times he’d seen Orion land he’d never seen him make a bad landing. I thought for a second and replied, “I guess I never taught him how.”
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Continued from Page 16 dled toward the back of the plane. The rush of air hit me as I stood on that edge of the ramp. I heard a muffled sound and before I could process it, in a split second, the solidness of something beneath my feet was gone. My heart was pounding and I was in a sensory overload. Air rushing by, like the sound of non-descript white noise and a body floating in front of me. Lakatos did some simple turns to give me a taste of what the SkyHawks do during their show. It was amazing how in control and precise he was. After what seemed like several minutes of free fall, I felt the signal to prepare for the canopy to open. It was like sprinting at full speed with a rope tied around you and then reaching the end of the line. The sudden deceleration from terminal velocity to nearly nothing was so jarring that my goggles slid down off my face and onto my neck. But then all the noise and wind stopped. An eerie calm and quiet came over me. I looked up and saw the Canadian Maple Leaf canopy and knew we were in a gentle float down to the earth. It was so peaceful. I could see all around me and still make out things on the ground. Lakatos let me maneuver the ram air canopy a bit and it responded with ease. But the ground was rushing closer and closer. Warrant Officer Lakatos told me to stick my legs out and prepare for the landing. I could feel and hear him making fast, quick, tiny adjustments to keep us in line for the landing zone. I never realized how much control inputs one had to do to nail the landing on the mark. But with a gentle thump, we were back on the ground and I had the biggest smile on my face. With a round of high-fiveâ&#x20AC;&#x2122;s, I had done my very first jump. I think Sgt. Walker put it best. â&#x20AC;&#x153;Itâ&#x20AC;&#x2122;s almost surreal. Once youâ&#x20AC;&#x2122;re outta the airplane, itâ&#x20AC;&#x2122;s the best feeling in the world.â&#x20AC;? I
couldnâ&#x20AC;&#x2122;t agree more. For more information or to see the SkyHawks near you, check out their website at http://www.army.forces.gc.ca/landterre/skyhawks/
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F I R S T
Fax: 415-898-5155 www.tjair.com Email: tjair@tjair.com
351 Airport Road #3 Novato, CA 94945 415-898-5151
1965 PIPER CHEROKEE 180
1997 PIPER MALIBU MIRAGE
LOW TIME AIRFRAME HOURS (2297 TT), 582 hrs SMOH, GPS coupled to Alt Hld Auto-Pilot, Digital IFR radios " MUST SEE"!!!!
1837 TT, 75 SFRAM, Full Garmin Package, Air Data Computer, Gpss Steering. Beautiful!
2791 TT, VFR, 1989 Paint, Always Hangared, Very Clean!
1964 BEECHCRAFT S35 BONANZA
1978 GREAT LAKES 2T-1A 2 AEROBATIC
1995 SOCATA TB-20 TRINIDAD
3873 TT, 1088 SMOH, 2-Axis Autopilot, Garmin 480, IFR Waas GPS, Tip Tanks, Incredible Leather Seating, 1616 lb. useful load, Much More!
484 TT, 9 hours SFOH, Aerobatic, Beautiful, Complete Logs!
LD
SO
1978 PIPER TURBO ARROW III
T I M E B U Y E R S
LD O S
1960 CESSNA 182 SKYLANE
LD SO
2400 TT, 433 Since Restoration, Garmin 480 GPS/Comm/color moving map WAAS approved, Garmin 200 MFD, KX 165 Nav/Comms , KFC 150 A/P-FD, Air Conditioning.
Our Answer Might Surprise You!
7601 TT, 263 SMOH, 263 SPOH, 180 HP Engine w/ Constant Speed Prop., KX 155 w/ GS, Vacuum Sys., New Windows.
1960 BEECHCRAFT 33 DEBONAIR
1969 BEECHCRAFT 36 BONANZA
5589 TT, 150 Hrs. on Factory Reman Engine and Overhauled Prop., No Logs.
Call for Details, 1/7th Ownership: 8444 TT; 2008 Paint; 2008 Int., Garmin avionics, 300HP engine.
2008 REMOS G-3
1967 MOONEY M20C
1982 WING DERRINGER D-1
386.4 TT, Dynon HS34 AutoPilot, Garmin avionics, Dynon systems.
5642 TT, 136 SMOH, Garmin 430, 320A, SL30, 3 blade, Stand by vac, Hangared.
1976 BEECHCRAFT V35B BONANZA
2008 TEST TST 13 JUNIOR
1975 BEECHCRAFT A36 BONANZA
SO
LD
2100 TT, 2008 SNEW, 1975 Paint; 2006 Int; Make offer! Clean Southwest based, low-time, great turbo normalize candidate!
2490TT, 722 FRMN, 32 SPOH, Garmin 327A, Magellan Sky/Nav 5000 GPS, Century III G/S coupled, 1900 paint. Very nice!
S-LSA (no FAA medical required) single seat, mid wing, T-tailed aircraft. New!
299 TT, 2 place, 170+ KTAS, Light twin engine, last one built, personal Airplane of Dr. Wing.
COMING SOON • 1976 Piper Seneca II • 1967 American Champion 7-KCAB Citabria Check our website for details
www.tjair.com
All specifications and representations are believed to be accurate to the best knowledge of the seller. However, it is the buyer’s responsibility to verify all information prior to purchase.
T. J. Neff
F I R S T
1977 AMERICAN CHAMPION 7-GCBC
MAKE ANY OFFER . . .
3420 TT, 571 FRMN, S-Tec 60-2 electrically driven Autopilot w/ Alt Hld, lots of additional equipment! Sharp!
W E
Phone: 415-898-5151
T I M E B U Y E R S
Celebrating Twenty-Eight Years of In Flight USA
24
OODIES AND ADGETS
July 2012 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.
Savvy Launches Free-of-Charge Web-Based Next-Generation Engine Monitor Data Analysis Platform: SavvyAnalysis.com Designed by professional analysts to be fast, powerful, easy to use, and packed with features for serious analysis. Available to the public free of charge beginning July 1st, 2012.
DIVORCE – PATERNITY MEN’S RIGHTS If you are Involved in a Divorce or Paternity Case... ...you Should Know That: 1. You may have an excellent chance of obtaining child custody; 2. It’s your child...she doesn’t own it; 3. There are numerous legal methods of avoiding alimony; 4. There are numerous legal methods of avoiding loss of your property; 5. If properly represented, you won’t be “taken to the cleaners”, 6. Courts can be legally required not to favor the woman; 7. You can fight against false charges of child abuse or spousal abuse. 8. You can emerge from a divorce emotionally and financially sound; 9. Men do have rights! 10. California cases only.
Contact: Lawyers For Men’s Rights 213-384-8886 or visit us at www.mensrightslawyers.com LAW OFFICES OF STUART J. FABER
SavvyAnalysis.com, a new web-based nextgeneration digital engine monitor data analysis platform, will become available July 1, 2012, totally free of charge. “We were frustrated with the existing tools available to graph and analyze piston engine monitor data, so we decided to develop our own platform from the ground up, and equip it with all sorts of advanced capabilities from our growing wish-we-had-this list” stated Mike Busch A&P/IA, CEO of Savvy Aircraft Maintenance Management, Inc. Busch is a recognized authority on piston aircraft engines, and was honored by the FAA in 2008 as National Mike Busch of Savvy Aircraft Maintenance Aviation Maintenance Technician of the Year. “As the world’s largest manager of owner-flown piston-powered airplanes, we have long found that engine monitor data analysis is the most powerful tool available for troubleshooting engine problems,” Busch added. “I suspect we’ve probably done more of this kind of analysis than all other organizations combined, so we know what it takes to do it right.” One thing that sets Savvy Analysis.com apart from earlier tools is its ability to analyze data from virtually all makes and models of engine monitors, including J.P. Instruments, Electronics International, Insight Instruments, Garmin, Avidyne, UltraFEI/AuRACLE, and more. “We wanted our tools to be usable on any computer, accessible from anywhere, and easy to use for both the professional and the novice,” Busch explained, “so we wrote it as a web-based platform rather than a workstation application. The user interface is intuitive to navigate, and the graphing engine is packed with numerous advanced features we’ve found essential for serious analysis work.” Asked why he decided to offer SavvyAnalysis.com for everyone to use for free, Busch replied, “It has long been my personal mission to improve the quality and affordability of piston aircraft maintenance. That’s why I founded Savvy four years ago. We developed this new analysis platform to meet our own analysis needs to better serve our professional maintenance management clients. But making it available to the entire piston GA community at no charge just seemed like the right thing to do.”
NTSB ISSUES SAFETY ALERT TO PILOTS ON LIMITATIONS OF INCOCKPIT WEATHER RADAR DISPLAYS The National Transportation Safety Board (NTSB) has issued a Safety Alert to warn pilots using in-cockpit FIS-B and Satellite Weather display systems that the NEXRAD "age indicator" can be misleading. The actual NEXRAD data can be as much as 20 minutes older than the age indication on the display in the cockpit. If misinterpreted, this difference in time can present potentially serious safety hazards to aircraft operating in the vicinity of fast-moving and quickly developing weather systems. NEXRAD mosaic imagery depicts weather conditions from multiple ground radar sites. The NEXRAD "age-indicator" on the cockpit display indicates the
time that the mosaic image was created, not the time of the actual weather conditions. The NEXRAD image is always older than the actual weather conditions. The NTSB has cited two fatal weather-related aircraft accidents in which NEXRAD images were displayed to the pilot that were presented as one-minute old on the age-indicator, but contained information that was up to five to eight minutes behind the real-time conditions. In addition to raising pilot awareness on this issue, the Safety Alert also reminds pilots of the importance of obtaining a thorough preflight weather briefing. The Safety Alert is available at http://go.usa.gov/v0Z.
www.inflightusa.com
July 2012
25
818-896-6442 800-828-6756 fax 818-896-9541 vista@vistaaviation.com Whiteman Airport • 10000 Airpark Way • Pacoima, CA 91331 USA Factory New Multifunction STEC Autopilot Systems Display/ XM Weather Combo $1,500! BOSE
DAVID CLARK SYSTEM M 20/30
BENDIX KING AV8OR
LIGHTSPEED M 40 SYSTEM
The KMD 250 is intended for piston singles. The new MFD offers M 55X SYSTEM most of the advantages of the KMD550 and 850 displays but without the radar and terrain awareness and warning system (TAWS) interfaces. The KMD 250 is slightly smaller than the 550 or the 850. The software and remaining capabilities on the KMD 250 are nearly identical to those on the KMD 550. Bendix/King offers two versions of the KMD 250, one that gets it’s GPS data from a separate GPS navigator and one that has a built-in GPS. The model with the built-in GPS can be used as a standalone VFR unit, or it can be interfaced with a separate GPS, such as Bendix/King’s KLN 94 color IFR-approved moving map GPS. TSO Certified. Honeywell’s new Data M 60 SYSTEM Link Weather Receiver, KDR 610, brings high speed textual and graphical weather to your cockpit. This new receiver interfaces to the Bendix/King KMD 250. Available weather products include Composite NEXRAD radar, Graphical METARs, AIRMETS and SIGMETS, as well as, Textual METARs, TAFs, AIRMETs and SIGMETs. The active flight plan can be overlaid on all graphical weather images. Additionally, the system allows you to pan, zoom and interrogate The STX 165 Sports a professional 1/2 3ATI areas of interest. Bezel that compliments any aircraft panel. Its bright OLED display is readable in virtually all Units are factory new surplus. Six month Vista Aviation lighting conditions and automatically dims for Inc. warranty applies. Limited to supplies on hand !! night time operations. Check out just a few of KMD-250 W/O INTERNAL GPS & KDR-610 XM the STX 165 features. WEATHER RECEIVER $1,500 • Built-in Encoder Simplifies installations and KMD-250 WITH INTERNAL GPS & KDR-610 XM lowers cost. WEATHER RECEIVER $1,800 • Three Timer Functions Elapsed Flight Time, Both systems include mounting racks & install kits. Up Timer, Down Timer Antennas available at additional cost. • Pressure Altitude Display See what altitude your transponder is reporting to Center • Optional OAT Probe Input Displays Outside Air Temp.,Density Altitude, Icing Alert • Small and Light Weight 7.4" behind the panel depth, 1.3 lbs. • Low Current Requirements Ideal for LSA Glider - UAV Operations
Calll forr Detailss & Installed d Pricing GARMIN GARMIN GPSMAP 796 AERA 500
SL30 nav/comm Transceiver & SL40 comm
All New Features
Vistaa Aviationn Inc.. hass been servicingg thee Garminn G1000 sincee itss introductionn ass welll as installingg modernn statee off the artt avionicss suitess from m most manufactures.. Wee aree proudd of whatt wee doo andd aree capablee of onee radioo too a fulll custom m panel. Calll forr Yourr Quotee Today.
VISTA AIR FLIGHT SCHOOL Flight Training & Aircraft Rental Cessna Approved Pilot Center For Flight School Info Call:
(818)896-5224 See Our New Website
www.vistaair.com
When panel space is at a premium, the compact SL30 nav/comm transceiver and SL40 comm fit a lot of capability in a surprisingly small package. Save Space, Reduce Workload. SL30 packs a 760-channel VHF comm transceiver and 200-channel VOR/LOC/GS nav receiver with DME display into one small space. Besides traditional nav/comm features, SL30 also incorporates workload-reducing functions such as automatic decoding of the Morse code station identifier for VOR/LOC/ILS, most-used frequency storage in unit memory, built-in course deviation indicator and more. Get Two for the Price of One SL30 is the only panel-mount nav/comm with a standby frequency monitoring feature providing the capability of two nav/comms in one. SL30: Think slim.
STX 165 Mode A/C Transponder
VoiceFlight Systems VFS101
Aircraft Sales
1977 CESSNA 150, 20,360 TT, 151.5 SMOH, KMA-24, DUAL KX-155, KN-64 DME, R-546 ADF…$20,000
1980 CESSNA 172RG, 14,299 TT, 1439 SMOH, KMA20, KN74DME, McCoy MX170, KT76A Transponder, KX170B, David Clark Intercom, ......................$38,000
1981 CESSNA 182R, 5341 TT, 2180 SMOH, KING IFR AND APOLLO GPS, KN64, PMA7000 AUDIO , 300AP, GX55 GPS, L TRONICS DF, KX155A (2), KI209, KT76C, KI208, KR87............$65,000
1978 BELLANCA SUPER VIKING 17-30A 2300TT, 650 SMOH, dual Garmin 430, IFR, Call Dusty for more information...................................................$40,000
VoiceFlight Systems visited our shop and demonstrated their revolutionary VFS101. This device fixes the two major problems with the Garmin GNS430/530 GPS units - tedious waypoint entry with the concentric knobs, and the lack of Victor Airway support. As we witnessed in our shop the VFS101 expands Victor airways for you.Visit www.voiceflight.com for a video demonstration. You will be surprised just how quickly you can put in a long flightplan using this system.
Vista is an authorized VoiceFlight Systems dealer. Call us today to learn about installing a VFS101 in your airplane! MasterCard
DISCOVER
VISA AMERICAN EXPRESS
26
Celebrating Twenty-Eight Years of In Flight USA
July 2012
STAKEHOLDER COMMITTEE RECOMMENDS COLLABORATIVE INDUSTRYGOVERNMENT INITIATIVE TO FACILITATE UNLEADED AVGAS TRANSITION On June 27, the Federal Aviation Administration (FAA) published the final report and recommendations from the Unleaded Avgas Transition Aviation Rulemaking Committee (UAT ARC), a collaborative industry-government task force of key stakeholders representing aircraft and engine manufacturers, fuel producers and distributors, operator groups, aviation associations, the FAA and the U.S. Environmental Protection Agency (EPA). This group studied the challenges associated with the transition to an unleaded fuel to replace 100LL and made recommendations necessary to facilitate the development and deployment of an unleaded fuel with the least impact on the existing piston-engine aircraft fleet. The transition may still be years away, but this report charts a roadmap that identifies the essential elements that need to be addressed to make this happen in a way that maintains safety and the role government should play in minimizing the total cost.
The UAT ARC found that a “dropin” unleaded replacement fuel that can be seamlessly deployed for the existing fleet of aircraft is not available and that alternative fuels require significant assessment to ensure safety. In addition, to date there is not a market-driven reason to move to a replacement fuel due to the limited size and specialty nature of avgas, combined with the safety, liability and expense involved with a complex approval and deployment process. After its own review, the FAA “found the information and recommendations contained in the report to be very helpful in understanding the challenges of transitioning the piston engine-powered fleet to an unleaded avgas.” The UAT ARC provided several recommendations and detailed action plans necessary to facilitate the development and fleet-wide deployment of an unleaded avgas. The key recommendations include: Implementation of a “Fuel Develop-
ment Roadmap” that identifies specific milestones in the avgas development process and information needed to support assessment of the viability of candidate fuels in terms of impact on aircraft and production infrastructure and economic considerations. Centralized testing of candidate unleaded fuels at the FAA William J. Hughes Technical Center funded by government and industry in-kind contributions to generate qualification and certification data. Establishment of a collaborative industry-government initiative, referred to as the Piston Aviation Fuels Initiative (PAFI), to coordinate implementation of the UAT ARC recommendations to develop and deploy an unleaded avgas with the least impact on the existing piston-engine aircraft fleet. If recommendations are fully implemented and funded, up to 10 unleaded aviation gasoline candidates could be evaluated. Within five years, the process would generate qualification and certification data to support fleet-wide certification of the most promising candidates. The actual transition to an unleaded avgas depends directly upon the level of impact upon the existing fleet and fuel production infrastructure. Therefore, the UAT ARC recommendation includes up to six years for additional assessment and testing that may be necessary to facilitate a transition such as implementing approvals across the entire fleet, certification of modifications and changes to fuel production infrastructure. The PAFI would rely on technical expertise from all stakeholders within industry and government. Centralized FAA testing of candidate fuels is essential
to support an efficient fleet-wide qualification and certification, which is necessary for safety. Although this is just one part early in the process, this investment by the FAA will minimize the total cost of transition for both the FAA and industry. It also helps overcome significant market barriers, which will facilitate industry investments needed toward the development of unleaded avgas and transition of the entire fleet of aircraft. This is a joint statement from the general aviation industry members of the Avgas Coalition, which includes the Aircraft Owners and Pilots Association, the Experimental Aircraft Association, the General Aviation Manufacturers Association, the National Air Transportation Association, and the National Business Aviation Association. This group applauds the FAA’s leadership in establishing and participating in the UAT ARC and believes the recommendations are critically important to facilitating a transition to an unleaded avgas that works for the entire fleet. It will give owners and operators added confidence that the industry is on the right path to a solution. The general aviation associations will continue to work with the FAA in developing, implementing and funding an unleaded avgas plan that includes the key elements outlined in the ARC’s report that are necessary to facilitate the development and deployment of an unleaded avgas with least impact upon the existing piston-engine aircraft fleet. The full FAA UAT-ARC report, including specific recommendations and detailed action plans, is available at http://www.faa.gov/about/initiatives/avgas/.
AIRSHIP VENTURES ANNOUNCES FIRST AMERICAN FEMALE TO EARN ZEPPELIN PILOT QUALIFICATION U.S. airship industry pioneers Airship Ventures has announced that Andrea Deyling joins the company’s passenger airship pilot roster, becoming America’s first female Zeppelin pilot. A licensed LTA pilot, Deyling has been training on the Zeppelin Eureka since November 2011 and officially earned her Zeppelin qualification in May. In climbing into the left seat of the world’s largest passenger airship, Deyling becomes the 22nd pilot qualified to fly the Zeppelin
NT, joining a select group of airship aviators whose total number is fewer than the number of astronauts on the planet. There is only one other female pilot in this elite group, Katharine Board, who had previously piloted Eureka and now pilots a Zeppelin NT in Germany. “More than just the fact that she is someone who’s broken barriers and become a first in her field, Andrea’s an excellent pilot who will be a tremendous Continued on Page 34
July 2012
www.inflightusa.com
VIETNAM ERA HUEY LANDS USS IOWA
27
ON 1982 2 BEECH H B200 0 KING G AIR R (SN:: BB-1059) 11,491 hrs. TT, 2615/2615 on factory new 42 engines (March, 2005)! Hartzell/ Raisebeck Quiet Turbofan Propellers (1458 hrs/892 hrs in '08 & '09). Collins equipped w/SPZ 200 & 500 AP/FD, GNS-XLS FMS, KMD-850 MFD w/position from FMS, TCAS 1, KGP 560 EGPWS, RDR-2000, WXC1000+, Airshow 410, Elliott Aviation Sound Mgt. Sys., Complete Raisbeck mods (except HF gear), Wing Lockers, Ex. Stacks, Aft Strakes, Enhanced Performance Leading Edge Wing, etc. New KA-350 style interior and paint 9-2005 and exceptionally clean! MSA Modular Window Shades & Aft Vanity. Current Part 135 w/fresh Phase 1. Two owners since new. All logs and NDH. Ready for immediate inspection and delivery from KCXP, Nevada....................$1,045,000
(Ron Pearson)
By Sagar Pathak n May 13, two non-profit organizations dedicated to the preservation of very diverse aspects of military history joined forces for an historic landing on the battleship USS Iowa by a restored Vietnam era Huey in Richmond, Calif. The Iowa was recently brought out of “mothballs” to become a floating museum in San Pedro, Calif. To bring public attention to that endeavor, the Iowa restoration folks contacted EMU Inc., the operators of EMU 309 (a carefully restored Vietnam era UH-1H slick) which has participated in numerous public events throughout the past nine years honoring the service of all veterans as part of their goal of preserving the history of assault helicopters in Vietnam. Landing on the USS Iowa was first suggested by members of the Military Vehicle Collectors of California, an organization that supports the restoration and display of historical military land vehicles. The MVCC and the USS Iowa group jointly proposed the Huey landing, which set off a round of negotiations and preparations with the Port of Richmond and the United States Navy by EMU Inc.’s public relations director, Wayne Terry. Another EMU volunteer, Randy Parent who is one of 309’s designated pilots, was also able to gain the cooperation of the Coast Guard in assuring a safe mission plan because he happens to be the flight safety officer for a local Coast Guard auxiliary unit. After several flyovers and site inspections to assure that a safe landing could be accomplished with the crowd expected to be attending the event, EMU Inc.’s Chief Pilot, Peter Olesko designed the final mission plan. The plan was ultimately handed off to other EMU crew members because Olesko was away in Mexico fighting fires with Hueys at the time of the landing. On the day of the big event, several hundred people turned out to watch EMU
O
0 CESSNA A 182Q/PETERSON 1980 260/SE E STOL
(John Dubpernel) 309 land aboard the Iowa. Under overcast skies, the unmistakable sound of a Huey in flight could be heard approaching from a great distance, followed by the first landing of a helicopter of any type on a battleship in more than 20 years. As the picture perfect landing was safely completed by pilots Croy Pelletier and Randy Parent and the rest of the crew of 309, the cheers of the crowd could be heard all over the grand old battleship. After landing, the entire crew of 309 more clearly understood the historic nature of this event, particularly when they were looking down the barrels of three 16-inch naval rifles in the stern turret of the Iowa. Geoff Carr, executive director of EMU Inc. may have expressed the crew’s feelings best, “Although I knew 309’s landing on the Iowa would be of some historical significance, I don’t think the magnitude of the event struck any of us until we finished the shutdown procedure and started to mingle with the crowd.” It was only then that Geoff and the rest of the crew really understood that this union of two very different historical endeavors was vitally important for assuring public support for the efforts of all the volunteers who make the USS Iowa and EMU Inc. projects possible. Without continued public support generated by these type of events, the diverse and colorful history of Navy battleships and Army assault helicopters cannot be preserved.” For more information visit http://pacificbattleship.com/ and www.hueyvets.com.
1767 TT, 447 SFRM/FWF, Garmin 430W, KX-155 NAVCOM, STEC 50 A/P, Garmin GTX-327 TXP, PS Eng. PMA-7000MS Audio Panel, EDM-700, Custom Metal Inst. Panel, ALT VAC Sys., Kts-2-U Speed Mods., Stby Att. Gyro, BOSE Headsets, Converted in 2/2001. Like New Paint, Leather Int. & Glass! Fresh Annual, N. NV Based...............................$194,500
1964 4 PIPER R COMANCHE E 400 0 4353 TT, 197 SMOH, 215 SOH, KMA20 TSO Audio Panel, 2-KX175B TSO Radios, 2-VOR 209 w/Digital Readout, KLN135A GPS, KN64 DME, Narco AT 50 Transponder w/Encoder, STEC 50 w/NAV and GPS Coupler, Radar Altitude, Electric Trim, Gear Lobe Fairings, NDH, Complete Logs and more.......................................
E SALE $99,500 .................ESTATE
1978 8 CESSNA A TU U 206F F 2793 TT, 370 SFRM Garmin GNS 530W, KX-165, KCS-55A HSI, STEC 60-2 A/P, Insight GEM, Dig FF, T-Plus Intercooler, Cargo Pod (installed), Wheel Pants & more, P+I 7+/10, Fresh Annual Insp., NDH & All Logs. An exceptionally low time T-206 with no corrosion! ..............$179,500
New w 2009 9 ZODIAC CH H 650 0 XL L SLSA 46 TT Since New (Ferry Time Only), Garmin 396, GMA-340 Audio Panel w/MB, SL-40 Nav/Com, TruTrak DigiFlight II, Dynon EFIS D-l0 w/Battery Backup, Wheel Pants, Electric Trim (A+E), Dual Brakes and more. Zodiac 6Zu-1 thru 6Zu4 modifications complied with 1/2010 and 0 orr Bestt Offer NDH ...................$94,500
1963 3 PIPER R COMANCHE 250
1965 5 PIPER R COMANCHE 260
4966 TT, 1671 SMOH, 63 SOH, KX-170B w/GS, KX-170B, NARCO ADF 31, King 209 Nav, King 208, NARCO Auto Panel, METCO Air Tips, SKY TEC Starter and more. All Log Books and Fresh Annual ................................$32,500
4318 TT, 1449 SMOH, (Fuel Injected IO540), 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 2/2013 ........
........................................$52,500 STERLING AIR, LTD. takes pride in offering members of the general aviation community the following selection of professionally tailored services: • Aircraft Sales • NAAA Certified Appraisals • Computerized “MLS” • Aviation Consulting – Cost Effective Analysis FREE – NAAA Certified Aircraft Appraisal and National “MLS” Listing, in return for your consigned aircraft!
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-Eight Years of In Flight USA
28
Elite Air Interiors
July 2012
W h a t’ s U p ! ?
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ep, it’s that month again. I truly love July. With my stars and stripes airshow costumes filling every corner and closet in my office, July is the best month to haul them out for some fresh air. They got to do that as we worked the Vertical Challenge Airshow last month at SQL. It was an amazing weekend and we learned that we could work in 99-degree weather without melting. If you have never seen “Otto” or the Bay Area Sundowners, put them on your bucket list. These are acts to be seen.
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A very young and brave sole reminded me of the Rocketeer when he strapped on a couple of jet packs and flew around the field. It wasn’t a long flight, but it sure got everyone’s attention. I’ve ordered mine and got an immediate response from their customer service depart . . . “Are you kidding?” I guess a blimp is my next choice. I also love July – AKA the barbecue season, the airshow season, and of course the hundreds and hundreds of airport days and open houses scheduled. That’s when we lower the ropes, unlock the gates and let the non-aviators take over our airports. The sound of cameras clicking, kids yelling that they are hungry, the non-flying spouses asking, “when are we going home?” Yep, my favorite season for sure. Just in case I forget, if you happen to be in the S.F. Bay Area around Sept. 22, drop-in, as we will be celebrating my home base with the Palo Alto Airport Day 2012. Mention my name and you’ll get free admission . . . actually, you get free admission even if you don’t mention my name. This year we will join the ranks of the other smart airplane parking lots and hangar hang outs by adding more vendors and the very famous food trucks. If we don’t serve it, you probably shouldn’t be eating it. We will try, as always, to have something for everyone. I know of no better way to support and promote general aviation than providing our neighbors access to their airport and let them see that flying isn’t just for the “rich”. Heck, you’d think I would be proof of that.
And Now For the Latest Aircraft Sales News Drum roll please! Looking up to the heavens I have only one thing to say,
Larry Shapiro “Thank you most revered power that you are,” airplanes are once again being bought and sold! Whew, that was close. I’ll put our plan “B” back in the top drawer. We were about to dredge the ramp and put in boats. Being located right on the San Francisco Bay, it would have been an easy transition, not counting the 1,000 needed permits, a few cases of dynamite, plus a high tide and our newly installed piers would have been immediately operational. Please, no comment about how “dingy” I am. I’m aware of that, but you have to admit being located between a bay and a golf course does have its advantages. Plus we’re freeway close, as all those other commercials always say.
Arrogance can kill you… Now look, regardless of what I’ve told you in the past, I’m not the smartest guy in the world. Okay, maybe the second smartest, everyone else tied for first. When I meet someone in the quest of succeeding in my business, I usually know a few things about them – almost before we start talking. It just comes with years of doing what I do and nothing to do with my I.Q. So when I met this referred-to-me, prospective airplane seller-client, I knew from minute one that this was not going to be easy. But a treasured friend referred him to me so I bit the bullet and gave him my gracious and full attention. I won’t bore you with the four-plus months worth of trying to accommodate this “Prince of Charming Arrogance,” but I do want to make a very important point: In aviation “arrogance” can and will kill you. The main character of this episode almost proved me right. He no longer owns “the” airplane h e wanted to sell – okay, some parts of it – but as he told me, “… I made every mistake possible when I crashed.” I feel responsible to share what I know about this. It would be “arrogant” of me to think this story has been told in its entirety – it hasn’t. So to the point, the Prince has an airplane to sell, and he keeps making and breaking appointments to meet and greet me in order to introduce his airplane to Continued on Page 32
July 2012
www.inflightusa.com
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Flying With Faber LAGUNA BEACH: CALIFORNIA’S ANSWER TO THE FRENCH RIVIERA ’ve never been a huge fan of ocean beaches – that is, until I explored the beaches around Laguna. Although I love to swim, I prefer an environment, such as an inland lake, where I am not competing for space with sharks or stingrays. I enjoy running on the beach with my doggies, but lounging on a beach towel with heavy coats of sun block and tanning oil mixed with a layer of sand makes me feel like a hunk of southern fried chicken. Plus, fighting for a space to spread my beach blanket often requires more effort (so I am told), than locating a parking spot at Wal-Mart. That being said, I love the secluded beaches of Laguna and never grow weary of prowling the streets of the charming community of Laguna Beach.
I
Downtown Laguna Beach This friendly and artsy community spans across seven miles of coastline with sandy beaches, hidden coves, deep canyon ravines and majestic hillsides. The downtown area is a thoughtfully designed, pedestrian-friendly collection of winding streets dotted with art galleries, one-of-kind boutiques and hospitable restaurants. Within walking distance of downtown Laguna Beach are several choices of sandy expanses. Main Beach is located in the heart of the city. Here you can surf, swim, lounge or play volleyball. Crescent Bay Beach, to the north is more secluded. Popular activities include scuba diving, body surfing and tide-pooling. Although I don’t particularly like beaches, I love waterfronts. We spent our evenings walking along a small downtown park, which borders the beach. The moon was full, there was a gentle breeze and we could hear the waves brushing up to the shoreline on one side and the soft resonance of the village on the other. We devoted another afternoon to sauntering around a picturesque marina.
The private deck with an unbeatable ocean view. (The Retreat in Laguna)
Special decorative touches include crown moldings, designer tile work, and fine wood cabinetry, all finished in vivid tones. The original art collections in each villa are gathered from local galleries. In each Villa, the master bedrooms have antique style queen beds within an intimate atmosphere designed in subtle colors and tones. Extra guests, wanted or unwanted, can be bedded down in com-
Where to Stay – The Retreat in Laguna Generally, our waterfront trips include a beachfront hotel or a sprawling resort. Happily, for this excursion, we decided on a different milieu. We searched for a small, pet-friendly retreat away from the crowds and with close proximity to the waterfront. We discovered just the place. Not only was it a retreat, the name is The Retreat in Laguna. We soon learned the reason why The Retreat is such a high achiever in its delivery of a genuine residential atmosphere and pampering service. Unlike most hotels, which are operated by a remote-control board of directors, this gem is the culmination of a life-long dream of its owners, Lloyd and Stella Charton. To begin with, they are longtime residents of the Laguna Beach community, so they are committed to improving the region while, at the same time, preserving its dignity and quaintness. Second, they have dedicated themselves to creating an ambiance and experience for their guests that they themselves would demand from a place they visited. These folks have researched the world for the best qualities in hotels (although I daresay, The Retreat is more – or less – than a hotel), and have woven these elements into The Retreat. Their dedication was palpable in every aspect of our stay. The Retreat is a compact, tastefully designed collection of villas hidden within a residential district-yet within walking distance of the center of town. The complex is composed of eight ultra-luxurious residential villas in a Tuscanyinspired village environment. With panoramic ocean views, and just steps from the shore, each villa features a fully equipped gourmet kitchen with stainless steel appliances and granite countertops.
The comfortable glass-fronted living rooms all feature panoramic ocean views. (The Retreat in Laguna) fort with luxury queen-size leather sleeper sofas. The glass-fronted living rooms offer spectacular ocean views as you enjoy the sound of the waves rumbling along the shore. The villas are graced with private balconies, handcrafted stone fireplaces, two flat panel televisions and complimentary wi-fi. The staff can stock groceries at your request. There are also laundry facilities and an outdoor barbecue grill on the property. As a special treat, the staff can also arrange an in-villa massage treatment, either for one or a couple. The Retreat in Laguna is just a few blocks away from historic downtown Laguna Beach where you can explore galleries, restaurants and gift shops. If you would like to dine in your villa, the staff can arrange a private chef – you select the menu. Concierge services are available to organize local tours and activities, spa services and other special requests. We did not feel as if we were stuck in a hotel. We felt like we were ensconced in our own summer beach house. The Retreat in Laguna is located at 729 Gaviota Drive, Laguna Beach, Calif. 92651. Call 949/ 376-7170, or visit www.theretreatinlaguna.com.
Dining Laguna Beach offers an eclectic collection of restaurants ranging from festive pizza and sandwich joints to haute cuisine.
Stuart J. Faber and Aunt Bea Always in search of a great steak, one night we drove south a few miles to the Savannah Chop House, 32441 Golden Lantern, Laguna Niguel, 949/493-7107. What a great choice! The dining room was warm and cozy. Service was impeccable from beginning to end. I launched with one of the best bowls of authentic onion soup I have ever had. Next, we enjoyed a classic, old-fashioned platter of Oysters Rockefeller brimming with parmesan cheese, creamed spinach and hollandaise. The USDA choice rib
The french bistro styled French 75. eye was tender, juicy and grilled to perfection. I also strongly recommend the applewood smoked roasted prime rib. Also outstanding are the slow braised short ribs with sautéed green beans. The huge dayboat scallops and the pan-seared lobster tail with sweet corn risotto were both divine. Delightful sides include whipped butternut squash, asparagus with a light béarnaise sauce or fantastic jalapeño mashed potatoes. French 75, 1464 Pacific Coast Highway, 949/494-8444, is a Laguna Beach landmark. Housed in an elegant 60year-old country cottage, the sensation of a Parisian bistro is apparent the moment you cross the threshold. Beamed ceilings, elegant chandeliers and plush booths set the mood for what promises to be a memorable dining experience. We started with a Provencal dish of plump shrimp with tomatoes, basil and fennel sauce. The marinated Ahi tuna was served with avocado, asparagus, ginger and sesame vinaigrette. We segued to soups and salads. I never pass by a dish of beets. French 75 serves heirloom beets with herb goat cheese and garlic roasted almonds. On a warm night, the vichyssoise soup, with Continued on Page 30
Celebrating Twenty-Eight Years of In Flight USA
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July 2012
FAA ISSUES EMERGENCY AIRWORTHINESS DIRECTIVE GREAT LAKES AIRCRAFT
FOR
Airworthiness Directive (AD) Affecting Great Lakes Aircraft Produced During 1970s and 1980s On June 5 the FAA issued an Emergency Airworthiness Directive (AD) that addresses a safety problem with Great Lakes aircraft produced in the 1970s and 1980s. The affected aircraft were not produced by WACO Classic Aircraft. However, as the new Type Certificate Holder, WACO will take seriously the issue of continued airworthiness of the Great Lakes fleet of aircraft serial num-
bers 501 through 1012. This AD will not apply to new production aircraft manufactured by WACO Classic Aircraft, as the affected area has been redesigned to prevent this condition from recurring. In March, 2011, a Great Lakes 2T1A-2 was substantially damaged when the right horizontal stabilizer failed as the airplane completed some aerobatic maneuvers, and separated from the air-
plane while it was on final approach for landing. The pilot was able to continue to a landing at the airport, but due to the damage to the rudder, was unable to maintain directional control, and the airplane ground looped to the right. Examination of the right stabilizer revealed evidence of a pre-existing crack in the front spar at the rivets securing the steel attach fitting tube. The spar moved outward and disengaged from the fitting.
At least one maintenance facility familiar with this aircraft type has reported finding similar cracks in the stabilizer front spar on a number of occasions during routine?maintenance. Great Lakes Aircraft Service Bulletin #15, issued May 1, 2000, points out the possibility of front spar failure inside the attach fitting as a result of excessive torque loads, due to improperly rigged tail brace Continued on Page 31
and Golf Course, 949/499-2271 is available for public golfing. Laguna Outdoors, 949/874-6620 conducts guided trail hiking, mountain biking and tide pool tours. Another event, which qualifies as an outdoor activity, is an outdoor wedding – and you can have one at the Capri Laguna, 949/494-6533. The Laguna Coast Wilderness Park is a pristine coastal canyon of 6,400 acres. The ecosystem includes coastal sage, maritime chaparral, riparian habitats and the only natural lake in Orange County. Be sure to visit the Aliso and Wood Canyons Wilderness Park, a 3,900-acre wildlife sanctuary, which was once part of the Juaneno Indian tribal land. What we enjoyed most was our visit to Dana Point Harbor and park area, a marina center about 10 minutes south of Laguna Beach. Here, you can rent a kayak or just roam around the adjacent woods and harbor. Most outdoor restaurants along the harbor offer seating for humans and dogs.
grass strip. Today, all traces of turf have disappeared. It is now a huge commercial airport with flights to just about every major city in America. After departing Burbank Airport, our route was along Victor-186 heading southeast across the San Gabriel Valley into Orange County, then a turn to the ILS for Runway 19 and you have essentially arrived. The field has a set of parallel runways. The advantage to accepting an instrument approach is twofold. First, you avoid intrusions into Class B and/or Class C airspace. Second, the clearance takes you to the longer runway with an easy turnoff to the FBOs. I generally select Atlantic Aviation, 949/851-5061. They can arrange a car rental for you. Commercial flights are also available to John Wayne Airport – or you can drive from your home base. For example, it takes just over an hour from Los Angeles. There is also train service from Los Angeles to San Juan Capistrano. The train is just about 20 minutes from Laguna Beach. Yes, in many ways, Laguna Beach rivals the charm and beauty of a number of communities along the French Riviera. The only missing elements are the musical sounds of the variety of languages one hears on the European beaches.
Flying With Faber Continued from Page 29 cold potatoes, leeks and bacon pureed, was refreshing and delicious. Our group of four grazed over a series of outstanding entrees. The duck leg confit with a delicate frisee salad, roasted fingerling potatoes and a hint of truffle dressing was remarkable. I love an authentic bouillabaisse, and their version was as good as many I’ve had. The zesty saffron bouillon was chock full of mussels, scallops and calamari. Oven roasted New Zealand rack of lamb was plump and enhanced with a gorgeous crust. We rounded off with their rendition of coc au vin. The chicken was plump moist and the cabernet sauvignon reduction was extraordinary. Save room for an elegant soufflé.
Art, Theater and Culture Laguna Beach is one of California’s leading centers for the arts. It reminded us of a European art colony. Just about any time of the year, there is an art festival, dance presentation or theater production. The Laguna Art Museum houses a collection of more than 3,500 works of contemporary and early American art. The Laguna Playhouse, 606 Laguna Canyon Road, founded in 1920, presents five productions each year, many of
which are world or national premiers. Laguna Beach is home to more than 100 art galleries. The Joanne Artman Gallery at 326 N. Coast Highway features a mix of contemporary media from photographs to watercolors and oils. Studio 7 Gallery, 384 N. Coast Highway, has an impressive collection of oils of landscapes, seascapes and still-life renderings all created by local artists. The Dawson Cole Fine Art & Sculpture Garden, 326 Glenneyre Street, has fine 21st century figurative sculpture, paintings and drawings.
Other Nearby Outdoor Activities Of course, the ocean is the centerpiece of recreational activity. You can take a fabulous guided eco-kayak tour of the spectacular coastline and gaze at hidden coves, kelp beds and marine life. Call La Vida Laguna Kayak Tours, 949/275-7544. Whale and dolphin watching excursions are conducted by the Dana Wharf Sportfishing and Whale Watching Company, 800/979-3370. The company has a spic-and-span comfortable yacht which, for about three hours, roams the coastline in search of seagoing wildlife. Don’t miss this experience. Moving inland, the Aliso Creek Inn
Airports John Wayne Airport (KSNA) – originally known as Santa Ana Airport – is an easy 15-minute drive from the FBO to Laguna Beach. This field was once a
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FLABOB MENTOR LEARNS: WHAT GOES AROUND, COMES AROUND It is pretty rare for a civilian to be taken for a ride in an Air Force supersonic T-38 Talon. When Hualdo Mendoza volunteered his talents and time to assist the Air Force in rebuilding a highly prized replica WWI fighter, the Air Force offered him the ride of a lifetime as a gesture of appreciation for his contribution. The rebuild project was a replica Nieuport 28 that symbolized the famous 94th Hat in the Ring squadron, home to the famous Eddie Rickenbacker, who shot down 26 aircraft while flying with the 94th. Today the 94th flies F-22 Raptors. The Nieuport, which had become a fixture at Langley since its dedication in 1984, was destroyed in a wind storm. Though it has been many decades since anyone in the Air Force worked on a wood and fabric aircraft, the decision was made to rebuild the Nieuport. Air Force mechanics found some unused shop space, brought in tools rarely seen, like a table saw, band saw and sanders, and volunteered their time. Jon Goldenbaum, a retired Colonel who flew F-15 Eagles and currently owns Consolidated Aircraft Coverings, donated the fabric and paint for the project. One of the people Jon had mentored in restoration work was Hualdo Mendoza. A former member of a street gang, Hualdo, who had been kicked out of high school, turned up at Flabob Airport with his brother, Nando, through a gang intervention program sponsored by the local school district, The Tom Wathen Center and Poly Fiber.
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EXPO JANUARY 17-20, 2013
From street gang to supersonic pilot, Hualdo Mendoza has a lot to talk about. As a former combat fighter squadron commander and Viet Nam vet, Goldenbaum reasoned that gangs had much in common with fighter squadrons: both are run entirely by peer pressure and loyalty to the group. Their only fear was looking bad to the gang. So treating them like a fighter squadron, Goldenbaum taught them a trade and they excelled at it. They have restored a number of valuable antique aircraft to superlative condition. After ten years, Hualdo has become a pilot and a technical specialist for Poly Fiber. He now travels internationally to teach others how to apply fabric and paint to aircraft. A few months ago, Hualdo and Goldenbaum traveled to Langley Air Force Base to assist the Air Force mechanics in covering and painting their Nieuport. When the Nieuport was returned to its display stand, the Air Force made an offer to Hualdo he couldn’t refuse. It’s a long way from hanging with a street gang to supersonic flight, but Hualdo clearly recognizes the value of the road he’s traveled.
Great Lakes Aircraft Continued from Page 30 wires. It also notes that a frozen front center beam may be a contributing factor. Broken front stabilizer spar tubes inside the attach fitting was also the subject of a service alert published by Phoenix Aircraft Company on 12/24/1988. Both the service bulletin by Great Lakes and the service alert by Phoenix Aircraft emphasize that the tail brace wire fitting attach bolt through the rear stabilizer spar should be free to move when the stabilizer trim is adjusted up and down. Although previous known instances of stabilizer spar cracking and suggested inspections have been limited to the front spar, WACO Classic Aircraft considers it prudent to inspect both front and rear stabilizer spars and to ensure that both the front and rear center beams turn freely and are well lubricated. In addition, the known cases of
cracking and failure have occurred in aircraft used in aerobatic flight, and because these aircraft are certificated in the Aerobatic category it must be assumed that they will be subjected to aerobatic maneuvers. For this reason, the FAA is requiring that this be a recurring inspection, unless the aircraft is fitted with the newly designed replacement parts. The AD can be found at the following websites: FAA website at www.airweb.faa.gov/Regulatory_and_Guidance_ Library/rgAD.nsf/0/9076DB693EE81A E886257A140046390A?OpenDocument From the WACO Classic Aircraft website at: www.wacoaircraft.com/greatlakes-support/ Or download a pdf including all information at: http://www.wacoaircraft.com/assets/PDFs/Support/GreatL a k e s - 2 T- 1 A - 2 / G r e a t L a k e s ADJune2012.pdf
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July 2012
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Continued from Page 28 me for a ”see-feel-and photograph” session. So the big day finally arrived, and after a number of repeated phone calls asking where to taxi and park, I got into my car to head for PAO when I got another phone call that was basically, “Okay Lar, I’m rolling for take off, see you in about 45 minutes. Wow, I could hardly
believe it. I hung up the phone and realized I forgot my blue-tooth. I jumped out of my car and ran back into my house to get the required California bluetooth, got back in my car, started my car, found the “R,” and began to roll backwards when my phone rang yet again. It was “Him” again . . . get ready . . . “Lar, I’m going to be delayed!” Now comes what I thought
was the appropriate question, “Oh? How long and why?“ He calmly answered, “my engine quit and I’m sitting in a Vineyard.” My next comment was, “Well, I guess your problems are over and now the insurance company will just send you a check.” I can tell you that at that moment I experienced a new level of
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silence. I took a deep breath and said, “Don’t tell me!” He however, did tell me and it wasn’t until weeks later that I found out he was in that “not-to-be-mentioned” industry. I hope by now you know what he didn’t have! He asked me what he should do, but he ignored all my suggestions, including the one to call AAA to send a truck and haul his airplane back to his hanger. Sadly he has continued to practice bad common sense and his deceased airplane is still sitting in multiple pieces in his hangar. I’ll end this tragic story with his words, not mine: “I made every bad decision there was to have this end in a happier way.”
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. . . Somehow I think this must have been cut from last month’s column . . .With that said, on this particular day as I ran my hand down the cord a little further and with absolute abandonment or any concern, the entry flap on my cart flew open and there to my terrified surprise was a human-type person who greeted me with a big hello! Suffice to say, this cheery fellow informed me that he was living in my golf cart and had been doing so for more than two weeks. End of story!
I’m Just Saying . . . Once again: Ar·ro·gance [air-ohguhns] noun; offensive display of superiority or self-importance; overbearing pride. Please be careful, this can kill you! I’m just saying …
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Every year I mention this, so why would I not do it this year? Fireworks are meant to be viewed looking up from the earth, not down from your airplane or space station. Don’t ask me how many little spam cans have been burned or hit by these colorful projectiles; it’s not worth the risk and the pictures look better when taken looking up and not down. Use your un-helmeted noggin and take my advice. This is certainly a month when we should be thinking about our country, our freedoms plus our families in uniform, and our Flag. Make sure you remember both, hug those in uniform and hang out your flag – if you don’t have one you can borrow one of mine. Oh what the heck! Go out and buy one! Until next time . . . That’s Thirty! “Over”
July 2012
www.inflightusa.com
NTSB ANNOUNCES FORUM TO IMPROVE GENERAL AVIATION SEARCH AND RESCUE The National Transportation Safety Board has announced that it will hold a forum focused on general aviation search and rescue operations on July 17 and 18, 2012. In the United States, following the crash of a general aviation airplane, inland searches for the aircraft are conducted by the Air Force Rescue Coordination Center, who are supported by numerous Federal, state, local, and volunteer organizations. The forum will concentrate on examining the regulations, policies, and procedures at a Federal level and serve as a platform to facilitate dialog between search organizations, technology manufacturers, and industry groups on the issues currently impacting the general aviation community. Additionally, the forum will spend a second day discussing emerging technologies and how they may shape the future of general aviation search and rescue. The two-day forum is being chaired by NTSB Chairman Deborah A. P. Hersman and all five Board Members will participate. Panelists participating in the forum will rep-
resent government and industry. "Search and rescue can often mean the difference between life and death," said Chairman Hersman. "Unfortunately, every year we see delays in the detection and location of crashed aircraft due to outdated equipment and a failure to coordinate information and assets." The NTSB has issued more than twodozen safety recommendations on search and rescue, conducted safety studies addressing ways to improve search and rescue operations and even included general aviation safety on the Most Wanted List of transportation improvements (www.ntsb.gov/safety/mwl-2.html). A detailed agenda and list of participants will be released closer to the date of the event. The forum will be held in the NTSB Board Room and Conference Center, located at 429 L’Enfant Plaza, S.W. Washington D.C. It is open to the public and free of charge. For those who are unable to attend in person, the forum can be viewed via webcast at www.ntsb.gov.
MATT YOUNKIN TO RECEIVE BILL BARBER AWARD FOR SHOWMANSHIP World Airshow News has announced that Matt Younkin is the 2012 recipient of the Bill Barber Award for Showmanship. The award will be presented during EAA AirVenture 2012 at EAA’s Theater in the Woods on Tuesday, July 24 at 7 p.m. Matt joins a list of honorees that reads like an airshow hall of fame. He also becomes the first secondgeneration Barber Award winner. His father, Bobby Younkin, won the award in 2004. Matt is a third-generation pilot. His father Bobby was a world-renowned airshow pilot and grandfather Jim is known for designing the Century and Trutrak autopilots as well as being an antique aircraft restoration master. On his 16th birthday Matt soloed his grandfather’s 1928 Travel Air 4000 biplane. Growing up, Matt never had designs on being an airshow pilot and had plans for a corporate or airline career. But that all changed in the summer of 2005 when his dad was killed in an airshow accident
in Canada. Matt knew he wanted to keep the family tradition alive and flew his first airshow in November of that year in the family Decathlon that his dad had made famous. Matt’s ultimate goal was to bring his dad’s famed Beech 18 back to the airshow circuit, and that goal was realized on April 17, 2007 when he debuted the Beech 18 act at Sun ‘n Fun. Matt had carefully reviewed old videotapes of his dad’s Beech 18 performances and reverse-engineered the proper speeds and altitudes to recreate Bobby’s thrilling aerobatics. With the return of the Beech 18 show a big success, Matt wanted to create an act he could truly call his own. He outfitted the Beech 18 with more than 50 externally visible lights, and his “Magic by Moonlight” night act was born at Sun ‘n Fun in 2008. Today Matt and the Twin Beech are one of the most in-demand acts on the airshow circuit, performing at more than 20 venues each year. Continued on Page 34
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ECONOMIC IMPACT
OF
July 2012
GEORGIA’S PUBLIC AIRPORTS FELT STATEWIDE
New Study Shows $137 Million in Annual Tax Revenue for Georgia The Georgia Department of Transportation’s Intermodal Division recently completed a full economic impact study for the State’s 104 public airports. Georgia’s public?use airports serve not only as a mode of transportation for citizens and businesses alike, but also as a source of revenue to the state general fund, generating approximately $137 million in aviation-related tax. Georgia’s public airports are essential to the State’s transportation infrastructure for citizens and businesses. The
every dollar we receive in this area to constantly improve our aviation facilities. This study shows the true economic impact our airports provide for citizens.” A survey of Georgia companies indicated access to an airport among the top 10 criteria for business location decisions. The State of Georgia’s annual investment of approximately $2 million in airports is among the lowest of any southeastern state, and far from the $20 million or more invested by the top ten states in the country on their aviation pro-
grams. A short film expressing the importance of airports from some of Georgia’s business and community leaders was produced as a companion piece to the Economic Impact Study. The film, Georgia Airports Mean Business, and the Economic Impact Study information are available here: www.dot.ga.gov/localgovernment/intermodalprograms/aviation/.
and most notably served as Chief Airship Pilot at High Degree Operations. As a blimp pilot, her flight assignments ranged from acting as spokesperson and brand ambassador to piloting a Navy blimp in support of the Coast Guard clean-up following the 2010 Gulf oil spill, diverse experience that will be leveraged by Airship Ventures’ mix of passenger operations, special missions and sponsorship initiatives. The daughter of an Army paratrooper, she was exposed to aviation at a young age. A high school aviation camp turned this interest into a career path and upon graduating from Kent State University’s Aerospace Flight
Technology program, the adventure of travel and flying nostalgic aircraft lured Deyling to a career in airships. In addition to her airship experience, Deyling is a fixed wing pilot and flight instructor, as well as an accomplished sailor who has circumnavigated the globe on a squarerigged tall ship. “A love of traveling and adventure drew me to air ships and I have yet to be disappointed in my choice,” said Deyling. “Piloting Eureka is an incredible experience and the next step in this adventure. I’m excited to be taking her to the skies.” Founded in 2007 in California, Airship Ventures, Inc., operates the only
commercial passenger airship in the United States, Eureka, the world’s largest passenger airship. The Zeppelin’s spacious cabin comfortably accommodates one pilot, one flight attendant, and 12 passengers, with luxury features including oversized panoramic windows, an onboard restroom with window, and a 180-degree rear observation window and “love seat” that wraps the entire aft of the cabin. Using the inert gas helium for lift, and vectored thrust engines for flight, Zeppelin NTs have been flying with an unparalleled safety record since 1997. For more information visit www.airshipventures.com.
demonstrated great skill and showmanship. World Airshow News magazine and the friends and family of the late Bill Barber present the award annually.
Past Bill Barber Award recipients include:
2011 Georgia Statewide Airport Economic Impact Study analysis shows the State’s airports support more than 471,000 jobs with annual payroll of $17.8 billion, and total value of goods, services and capital expenditures linked to aviation at more than $62 billion each year, and, approximately $82 million in aviation-related tax revenue going directly to the general fund. “Investing in Georgia’s airports has a high rate of return,” said Commissioner Keith Golden. “We strive to maximize
Airship Ventures Continued from Page 26 asset to our ability to execute special missions and passenger operations,” commented Airship Ventures CEO Brian Hall. “She stands out among her peers as one of the fastest to complete the Zeppelin training and is the first of Eureka’s pilots to complete her training already signed off to provide initial instruction to trainee pilots. We’re thrilled to have her talents round out Airship Ventures’ first-ever allAmerican pilot roster.” Deyling brings more than 2,500 hours in airships to her role as pilot at Airship Ventures. Prior to piloting the Zeppelin NT, she flew a variety of blimps
Matt Younkin Continued from Page 33 The Bill Barber Award for Showmanship began in 1986, and is awarded to airshow performers or teams that have
2011 Rich and Dee Gibson A Bo ircra Nor ot ft th hs Di 63 spl 4 & ay 63 : 5
2010 Steve Oliver and Suzanne AsburyOliver 2009 Michael Goulian 2008 Bud Granley 2007 Dacy Family Airshow Team 2006 Danny Clisham 2005 Pietsch Airshows 2004 Bobby Younkin 2003 Jim LeRoy 2002 AeroShell Aerobatic Team 2001 Northern Lights Aerobatic Team 2000 John Mohr 1999 Dan Buchanan 1998 Patty Wagstaff 1997 Gene Soucy & Teresa Stokes 1996 Wayne Handley 1995 Bob Hoover 1994 Bob & Annette Hosking 1993 Red Baron Stearman Squadron 1992 Sean D. Tucker 1991 Julie Clark 1990 Leo Loudenslager 1989 Jimmy Franklin 1987 The French Connection 1986 Eagles Aerobatic Flight Team
JULY 23-29, 2012 WITTMAN REGIONAL AIRPORT
SPIRIT
OF
IN
OSHKOSH, WISCONSIN
GOODYEAR BLIMP RETURNING
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Five Lucky Attendees to Have Opportunity to Win Blimp Ride By EAA AirVenture Staff he famed Goodyear blimp Spirit of Goodyear will grace the skies once again at EAA AirVenture 2012, with a scheduled arrival of Wednesday, July 25 (weather permitting). The blimp will fly regularly the following two days before departing on Saturday, July 28. While it is moored, spectators have the chance to get a rare, up-close look of the iconic aircraft at Pioneer Airport, located near the EAA AirVenture Museum. Additionally, five lucky attendees will be taken for a ride of a lifetime in the Spirit of Goodyear blimp as winners in Goodyear’s “I Wanna Blimp Ride” Sweepstakes during AirVenture 2012. “Goodyear is very pleased to participate in EAA AirVenture 2012,” said Ed Ogden, public relations manager for the
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Spirit of Goodyear. “Being among thousands of aviation enthusiasts from around the world; the excitement and enthusiasm we encounter at Oshkosh is something we at Goodyear find extremely valuable.” The airship is 192 feet long and nearly 60 feet tall, and typically cruises at 30 mph between 1,000 and 3,000 feet. As with all three of the U.S.-based Goodyear blimps, Spirit of Goodyear is equipped with a lighted sign that displays high-resolution text, images, and video. Spirit of Goodyear was christened in March 2000 and joined a long legacy of Goodyear blimps, the first of which took to the skies in 1925. This will be the blimp’s fourth trip to AirVenture in six years. “Goodyear has been a strong contributor to the aviation community for many years, and we are thrilled to welcome them back to The World’s Greatest Aviation Celebration,” said Rod
PIPER CUBS WILL Cub owners from all over will descend on Oshkosh this month to celebrate the type's 75th anniversary. Hundreds of Piper Cubs are expected to turn the AirVenture flightline into a “field of yellow” as aviation celebrates the iconic aircraft's 75th anniversary at the 60th annual “World's Greatest Aviation Celebration” scheduled for July 23-29 at Wittman Regional Airport. All Piper Cub owners are invited to fly in and be an integral part of the celebration, which will feature a special air-
Hightower, EAA president/CEO. “This is a rare opportunity to see such an iconic aircraft up close, and will provide one of countless memories to take away from this year’s AirVenture.” In addition to the familiar nose-totail blue panel above the mid-line (equator) of Spirit of Goodyear, there is a blue panel below the mid-line. This panel is designed to improve the visibility of the day sign lights. EagleVision, the electronic sign configuration on the port side, provides high resolution for text, graphics, and video. Naming its blimps is a very personal thing to Goodyear. Each name is a proud handle that represents something important to Goodyear or brings recognition to a proud tradition. Spirit of Goodyear was named to honor the employees of the Goodyear Tire & Rubber Company.
CALLING ALL CUBS! CREATE 'FIELD OF YELLOW'
craft parking section located near the Vintage area along the flightline. Cub owners are encouraged to register at the Cubs 2 Oshkosh website, an interactive community of Cub owners that will feature the latest information on Cub-related festivities leading up to and during AirVenture. Among the anticipated activities are staging points throughout North America where Cub owners can gather en route. Those include a mass gathering at Wisconsin's Hartford Municipal Airport (HXF), located 60 miles south of Oshkosh, before heading up to AirVenture for a group arrival. “When talking about iconic aircraft that pioneered the GA movement, you
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(www.goodyearblimp.com) This airship primarily travels throughout an area of the United States bordered by the Rocky Mountains to the west, the Atlantic Ocean to the east, the Gulf of Mexico to the south, and Canada to the north. A Goodyear blimp is not limited to the United States, however, and may occasionally visit Canada or Mexico. Additional information is available on the Goodyear blimp website at www.goodyearblimp.com.
AIRVENTURE 2012
need to look no further than the distinctive Piper Cub,” said Rod Hightower, EAA president/CEO. “Like many other aircraft types, Cub owners are a community-oriented group that is synonymous with EAA's culture. If you own or fly a Piper Cub, you need to be at EAA AirVenture and be a key part in honoring 75 years all week long.” Throughout the week, special features, attractions, and programs will honor the legacy of this pioneering light aircraft, including Greg Koontz and the Alabama Boys, a flying farmer comedy routine featuring a Piper J-3 Cub landing on top of a truck, as well as the return of Kyle Franklin, who will perform his PA18 Super Cub comedy routine.
Additionally, a Piper J-3 Cub will be awarded to a lucky winner as the grand prize in the 2012 EAA “Win the Cub” Aircraft Sweepstakes. The EAA Sweepstakes, one of the longest running airplane giveaways in the world, annually supports EAA’s aviation education programs. In a change from past years, EAA Sweepstakes entry forms will be available through EAA AirVenture 2012. All prizes will be awarded to winners in random drawings at the EAA AirVenture Museum in Oshkosh at 5 p.m. on Sept. 10, 2012. Entry forms and complete rules are available at the Win the Cub website. For advance purchase admission tickets and camping for AirVenture 2012, visit www.airventure.org.
Visit In Flight USA’s website for the latest aviation news...www.inflightusa.com
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July 2012
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In the late 1930s, aluminum was expensive and labor was cheap. Now, and especially for someone producing a new aircraft, labor is a major factor; and if the builder is doing the work at home, it’s an even greater factor. Since the 1930s, evolution of aircraft has improved, from airfoils and controls, to propulsion, materials, avionics, tires, and nearly everything else. The results of these improvements have been better reliability, easier repair, economical operation, and above all greater comfort, safety, and flying capability. But no one has improved on the looks of those Golden Age airplanes. The classic look is obvious when you see the Sam LS; what isn’t obvious, but is more important: modern improvements have yielded a much better airplane. And Thierry Zibi, who conceptualized the Sam and runs HAIM Aviation west of Montréal, Canada, looked to increase not only the manufacturability of the Sam, but also its adaptability and utility. With three wing configurations (standard LS, STOL, and cross-country), the Sam will be produced as both an S-LSA (the LS and STOL versions) and an Experimental (CC version). Haim aviation will launch the Sam LS commercially at Oshkosh. Zibi says, “All Oshkosh sales will take advantage of our introductory price of $135,000 and will receive a leather interior, optional 600x6 tires, and a 7’’ Dynon display for the passenger at no additional cost.” (Firm orders placed at the show, accompanied by a $2,000 deposit, will also receive a new vintage-look leather flying helmet with protective glass lenses. Details, including performance clauses, are in the sales contract.) See the Sam LS at Oshkosh, North Aircraft Display, #626. This is a real prototype, not a mockup.
Key features: · All aluminum plus a protective 4130 steel cage structure for occupants · Pilot sits in front for solo and two-up flight · Stall speed clean is 49 mph or 42.5 knots · Ailerons are mass balanced to avoid flutter · Elevator and rudder are mass balanced and dynamically balanced LSA (LS model) considerations: · Designs are fully compliant with ASTM standards · Gust factor of 29 knots has been taking in consideration at VC, which gives a limit load of 5.3G and an ultimate load of 7.9 G (LS model) · Negative limit load factor is -3.3 G and -4.95 ultimate Wing particulars: · Wings are removable for long-term storage; landing gear connects to wing center · STOL and CC variants are realized by simply changing the outboard wing sections (The entire aircraft was designed to accept three different wings without any additional airframe modifications.) · Wing is rectangular for ease of construction and to have gentle stall characteristics · Outside wings include 3 degrees dihedral The three different wings: • LS : 28.5 ft wingspan (The first prototype will have the LS wing) • STOL: 31.8 ft • CC : 25.2 ft For more information write HAIM Aviation Inc.?100 Boulevard Bradford, Building B, Lachute, QC, J8H-3R8, Canada. Visit www.haim-aviation.com, email thierry.zibi@haim-aviation.com, or call 514/445-6409. Follow the construction of the prototype on Facebook: http://www.facebook.com/pages/HAIM-AviationInc/300315806685253 As work progresses toward the official Oshkosh launch, the Facebook site will be periodically updated.
July 2012
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FLABOB AIRPORT MAKES STRONG SHOWING AT AIRVENTURE Flabob Airport will be participating at AirVenture this summer with a high level of activity. They are bringing the Flabob Express, which is a DC-3, a Cabin Waco, owned by Jerry Bartow, which has just come out of the Aero Craftsmen restoration shop and one of Tom Wathen’s famous replica racers from the Golden Age of Air Racing. The Flabobians will be setting up a display for the duration of AirVenture. Twelve members of The Aviators, an extra-curricular group from Flabob Airport Preparatory Academy will make the trip to Oshkosh. They will spend part of their time at the display, part of it as
mentors at KidVenture, and part of it wandering the flightline. All 12 of the students are Young Eagles and will be participating in Young Eagle events at AirVenture. Each one of them also attended Flabob’s Air Academy, which is modeled after EAA’s Air Academy. They have each spent many hours working on one of the many restoration projects underway at Flabob for the benefit of young people and they have all taken flying lessons. Their trip to AirVenture is being sponsored by the Tom Wathen Center, which owns Flabob Airport. Bill Sawin, President of The Tom Wathen Center,
Members of The Aviators Club, an extra-curricular group at Flabob Airport Preparatory Academy will be flying to AirVenture this summer.
CALLING ALL TEACHERS! Aviation is one of the best ways to motivate kids to learn science, technology, engineering and math. This summer, Build-A-Plane and the General Aviation Manufacturers Association present The Fourth Annual Build-A-Plane Teachers Day on Tuesday, July 24, at the Founders Wing in the EAA Museum during EAA AirVenture Oshkosh 2012, in Oshkosh, Wisconsin. Included will be presentations and break-out sessions from many Aviation organizations Including: National Air & Space Museum Aircraft Owners and Pilots Association Federal Aviation Administration
Aircraft Modeling Association EAA’s Young Eagles Program Aviation Explorers Civil Air Patrol Think Global Fly to Learn Vans Aircraft Youth Aviation Adventures Participants get free admission to EAA’s AirVenture, goodie bags and a complimentary lunch. Space is Limited so register early at www.BuildAPlane.org. For more information email: kbradshaw@buildaplane.org or call 804/8433321.
and Kathy Rohm, Manager of Flabob Activities, will accompany the students along with one of their teachers, Gabe Baumert. The delegation will depart for
AirVenture on July 20 and return home on July 29. For more information on The Tom Wathen Center, visit www.Flabob.org.
PILOT FRIENDLY So what does “PILOT-Friendly” mean to you? Pilot-friendly is a term coined by ZD Publishing, Inc some years ago to help describe their manuals. It means the manual is friendly to the pilot: i.e. easy to read, meaningful and appropriate. The pilot is normally faced with decisions on how to manipulate the GPS controls to achieve the desired goal. Our manuals do just that!
“I've had a chance to review the pub that I purchased from you and wish that I had gotten it when I got the Garmin 430 in the first place. It's written for us pilots in everyday language and contains info that is immediately useful. Great job....and a buck well-spent..... “I was flying home from CO on Easter. I was given an airway to fly. Used your manual in the air to load it. Not sure I would have been able to do it without your manual. Thank you!” "Your manuals are the most concise, straight-to-thepoint, easy to use manuals out there."
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July 2012
"ONE OF ONE" 2013 "RED TAILS EDITION" FORD MUSTANG READY FOR AUCTION
EAA AirVenture, the world’s greatest annual aviation celebration in Oshkosh, Wis., has become known as the home for one-of-a-kind, aviation themed Ford Mustangs. For 2012, Ford has created a “Red Tails Edition” Mustang to
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honor the exploits of the famous Tuskegee Airmen, the first African American aviators in the United States Army Air Corps. This special Mustang will be auctioned off on Thursday, July 26 to benefit the EAA’s (Experimental
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 Soon
Eddie Andreini Airshows 650-726-2065
Aircraft Association) Young Eagles Program. For the past several years, Ford Motor Company has provided EAA with memorable auction vehicles such as the AV8R, the AV-X10 “Dearborn Doll”, the SR-71 Mustang and the “Blue Angels” Mustang that, in total, have raised more than $1.5 million for EAA’s Young Eagles Program. The Young Eagles auction takes place at the “Gathering of Eagles” benefit each year at AirVenture. Ford Motor Company is the exclusive automotive partner and has been a proud supporter of EAA and Young Eagles through providing vehicles and donations each year to be raffled and auctioned. The “Red Tails Edition” Ford Mustang celebrates the contribution of the Tuskegee Airmen and offers a creative connection to the World War II Mustang fighter plane with a contemporary flare for the serious collector. The VIN is #00051 of the 2013 MY build to align with the P-51 Mustangs flown by the Tuskegee Airmen. The one-of-a-kind exterior paint job of polished aluminum and silver chrome has red and yellow accents along with exciting elements consistent with the aircraft flown by the Tuskegee Airmen. The objective of the Red Tails Mustang is to build a highly valued vehicle that will excite both enthu-
siasts and collectors alike. The spectacular Mustang will be on display all week, July 23-29, at the Ford Hangar at EAA AirVenture. The auction for the “Red Tails Edition” Ford Mustang will take place on Thursday, July 26 at 7:30 p.m. (Central Time) at the EAA Museum in Oshkosh, Wis. For those interested in an offsite bidding opportunity, arrangements can be made by calling Elissa Lines at 920/4266101 or elines@eaa.org. For more information visit www.airventure.org/gathering. Red Tails Ford Mustang Vehicle Specifications: • One-of-a-kind exterior paint – polished aluminum/silver chrome with red and yellow accents • Ford Racing 2.3L Whipple Super Charger and Handling Pack • GT500 Brembo Brakes, Rotors, Rear Diffuser and Performance Quad Exhaust • “Non-standard” valance, grill, splitter, and rocker extensions. • Forgiato 20” custom wheels • Custom Recaro race seats including embroidered “Red Tails” logo • Rear seat removed to accentuate cockpit environment and cross brace added • Custom IP badging, sill plates, seat belts, floor mats, and “Red Tails” projected from the puddle lamps.
Check the Events Calendar! www.inflightusa.com
Submit your events online.
July 2012
IPS FROM THE
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“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.
APPLY PROFESSIONAL ACROBATIC SKILLS TO YOUR SAFETY PRACTICES Tips provided by Julie Clark ou might think of flying the professional aerobatic circuit as an extreme sport where pilots fly outrageously fast, 500 feet above a crowd while they perform seemingly outrageous maneuvers and play with G-forces like a yo-yo. One second they are in the middle of an Immelmann maneuver with a slow roll out to a half reverse Cuban eight and the next moment they seem to be plummeting towards earth in a hammerhead stall. It’s almost magic, the aircraft’s movement seems choreographed to the music and pyrotechnics often illuminate the sky. It appears as though such performers are blessed with daring, incredible skills, split second timing and a lot of luck. But there is more to it than just glitz and excitement. The airshow performer’s life depends on the competent combination their pilot skills, their ground crew professionalism, the theatrical choreographers’ and, in Julie Clark’s show, the skills of pyrotechnic technicians. Running the business of a serious aerobatic performer requires so much more than just great flying ability. Julie Clark can attest to these realities. Julie’s insight and experience has earned important recognition such as the; 2007 Woman of the Year, California Senate District 1, 2006 and 2007 Airport Journals “Top 40 Living Legends in Aviation,” Women in Aviation Pioneer Hall of Fame, multiple awards as the “Performer of the Year, recipient of the Art School Memorial Showmanship award, and the Bill Barber Award for Showmanship. Julie was honored in 2008 by the NAA as the recipient of the Katharine and Marjorie Stinson Award which recognizes a living woman for an outstanding and enduring contribution, a meritorious flight, or a singular technical development in the field of aviation, aeronautics, space or related sciences. In 2011, Julie was inducted into the ICAS Foundation Air Show Hall of Fame that honors the great aerobatic performers of all time. So what can we “contemporary” aviators learn from a pro like Julie, especially considering the approaching 2012 EAA AirVenture program which creatures the most crowded airspace in America? Let’s see what Julie has to say;
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“With many folks heading for AirVenture 2012 this summer, I’d like to reflect upon 10 safety tips that have really helped me along the way with respect to safely operating my airshow company, crew, vehicles and airplane, etc. This certainly could be applied to airshow folks, business folks and for attendees all heading to Wittman Field this year in July.” Julie continues, “Of course, personal safety and the safety of my team is paramount, but I must also consider the reputation of my sponsors. I have yet to meet the aviation sponsor who is not a strong proponent of safety. When I personally reviewed these ten tenets of safety, I realize they could apply to anyone running most any kind of business. They certainly mirror my beliefs and have helped me advance in the business. If one prefers a shortlist, think about infusing these ten points into two guiding principles: “Do it safely, or not at all” and “There is always time to do it right.” These principles are base beliefs to both a global company, and anyone running any size of company, or just the folk who might be converging on an aviation site – for the biggest aviation event in the world, held for one week.” Take a look at the list Julie provided. Most would agree that considering these well thought out points will place on the correct side of the “safety power curve.” Here are those reminders, and as read back one, think about how it can apply to you! 1. Always operate within design and environmental limits. 2. Always operate in a safe and controlled condition. 3. Always ensure safety devices are in place and functioning. Continued on Page 43
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Celebrating Twenty-Eight Years of In Flight USA
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Aviation Ancestry
ABOVE
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ith the end of World War II, the Lockheed Company already had an advanced airliner in production in the form of a military variant, which was used by the Army Air Corps under the designation C-69. Most readers will know this aircraft as the Constellation. The Lockheed Constellation, however, was not designed as a military airplane, and in truth, relatively few C-69s were produced for the Army. The aircraft was intended from the outset to be an airliner, and its origins lay in design studies that were begun in 1938. At the time, the twin-engine Douglas DC-3 reigned supreme in the airline market, which left competing Lockheed aircraft in the shadows. What’s more, Douglas was about to unveil its DC-4 (which was eventually referred to as the DC-4E –”E” for “Experimental”), which was a fourengine aircraft that could carry 42 passengers. The DC-4E also featured three short vertical stabilizers that enabled the aircraft to fit into most airline maintenance hangars of the time. Those who are familiar with the DC-4 may be scratching their heads, at this point. Three vertical stabi-
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July 2012
By Scot Schwartz
WEATHER – THE LOCKHEED CONSTELLATION
lizers? Well, the DC-4E was not a resounding success, so it was not put into production (the single-fin derivative was). In fact, the Japanese bought the DC-4E (the Pearl Harbor attack was still a few years in the future) and, with a little reverse engineering, converted the design into the Nakajima G5N Shinzan bomber. The G5N wasn’t a resounding success, either. Nevertheless, four-engine airliners were on the horizon, and Lockheed didn’t want to be left behind. The company began with the design of aircraft known as the Model 44 Excalibur. The Excalibur was supposed to be able to carry 21 passengers and hit a top speed of 262 mph. Since this was hardly an improvement over the DC-3, the airlines weren’t interested. Lockheed engineers went back to the drawing boards and came up with an improved Model 44 that could carry 40 passengers at 300 mph. Further, its pressurization system allowed it to cruise at 15,000 feet. Pan American Airways (“Pan Am”) was sufficiently interested in this incarnation of the Model 44 that it actually entered into contract negotiations with Lockheed. The negotiations were under
way, when one of the annoying characteristics of the free market system – competition – slowed things down. Boeing unveiled its Model 307 Stratoliner – which was essentially a B-17C with a large, circular, pressurized fuselage. The Stratoliner’s pressurization system enabled it to cruise at 18,000 feet, albeit at a slower speed than that of the Model 44. While all of this was going on, the airline TWA’s long-standing interest in high-altitude, “above-the-weather” passenger transportation had coalesced into a set of requirements, which it presented to Lockheed in the summer of 1939. One of the “presenters” was a major TWA stockholder by the name of Howard Hughes. Hughes and TWA wanted Lockheed to come up with an aircraft that exceeded the Excalibur’s design parameters. Specifically, the new aircraft had to be able to fly non-stop from coast to coast, fly at 250 mph, and to be able to carry 6,000 pounds of cargo. And, of course, the cabin had to be pressurized. By this time, models of the Excalibur were being tested in wind tunnels, but Lockheed suspended development of this aircraft. Now, the name Excalibur was used to
A Lockheed C-69 Constellation in flight; the C-69 was the initial military version of the Constellation. identify the aircraft being designed to TWA’s specifications. This new design was called the Model 49 Excalibur A, with Kelly Johnson and Hall Hibbard as the chief engineers on the project. Like the DC-4E, the Model 49 was to be built with three short vertical stabilizers. Further, the Model 49 would have hydraulically boosted control services, a wing that was essentially a scaled-up version of the P-38’s wing, and tricycle landing gear. What set the Model 49 (later to be known as the Constellation) apart from other airliners (even modern ones) was Continued on Page 43
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July 2012
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From Skies to Stars
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By Ed Downs
NASA’S VOYAGER 1: MANKIND’S FIRST REAL “STARSHIP” any reading this column may be relaxing under a shade tree at EAA AirVenture 2012, looking at award-winning flying machines and wondering how a feature on astronomy can figure into the picture. Okay. Let’s go with the flow and talk about award-winning flying machines, like the one that should take grand prize in the Contemporary category, but could not make it to the show. You see, the flying machine in question is in use and has “flown” more hours and miles than all other Contemporary contestants, combined! The aerial device in question is in perfect condition, still operational and being piloted by a NASA team at JPL. Actually, it may not be fair to call this craft an “airplane” (although it was for about three minutes), or even a spacecraft. You see, NASA’s Voyager 1 is about to become mankind’s first real “Starship.” Developed and built in the early/mid 1970s, Voyager 1 was launched nearly 35 years ago, arguably qualifying it for judging in the Contemporary class. Its launch coincided with a planetary alignment that allowed the gravity of our nearest gas giant planets, Jupiter and Saturn, to first reveal their secrets to a variety of Voyager 1’s instruments, and then hurl the spacecraft past Saturn’s remarkable moon, Titan, gaining a final push towards interstellar space. To be sure, this is “to boldly
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go where no man has gone before.” According to Dr. Ed Stone, Voyager project scientist at the California Institute of Technology in Pasadena, “There is a triad of data sets which need to make significant swings of the needle to indicate we have entered a new era in space exploration. The latest data indicate that we are clearly in a new region of our outer solar system where things are changing more quickly.” Dr. Stone continues, “The first indicators deal with the number of charged particles (galactic cosmic rays) measured by the two High energy telescopes aboard the spacecraft. These energetic particles were generated when stars in our cosmic neighborhood went supernova millions of years ago. There had been just a gradual increase in the amount of galactic cosmic rays Voyager was encountering over the last
(NASA/JPL-Caltech) three years,” said Stone. “But more recently, we have seen very rapid escalation in that part of the energy spectrum.” “The second important measure,” continues Dr. Stone, “Is the intensity of energetic particles generated inside the heliosphere, the bubble of charged particles the sun blows around itself. While there has been a slow decline in the measurements of these energetic particles, they have not dropped off precipitously, which could be expected when Voyager breaks through the solar boundary. This drop could now take place at any time.” The final data set that Voyager scientists believe will reveal departure from our solar system is the measurement in the direction of the magnetic field lines surrounding the spacecraft. Much like with wind change experienced when a pilot passes through a weather front, sci-
entists will see a sharp 90-degree shift in magnetic fields. In solar terms, the Voyager 1 is about to leave the heliosphere and enter the heliosheath, the outer shell of the heliosphere. Beyond that lies interstellar space. The Voyager team is currently crunching the numbers of its latest data set. All of the indicators are much like the wiggling of a VOR needle as you approach the station. Operating on less than 25 watts of power, weak signals are received by the antennas of NASA’s Deep Space Network on Earth after traveling more than 11 billion miles, taking almost 17 hours. That is about six billion miles further away from the sun than dwarf planet Pluto. And remember, all of this was thought up in a time frame that predated Microsoft, Oil was less than $12 a barrel, “Benji” was a popular movie and TV fans were bemoaning the cancelation of Star Trek. Not bad, eh! For more information about the Voyager spacecraft, visit: http://www.nasa.gov/voyager. For the full version of this story with images, Visit: www.jpl.nasa.gov/news/ news.cfm?release=2012177&cid=release_2012-177 In Flight USA extends our thanks to the NASA team at JPL and John Land of the Tulsa Astronomy Club for their technical review of this column.
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Celebrating Twenty-Eight Years of In Flight USA
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July 2012
RAYMOND D. ALLEN: FLYING WWII VETERAN STILL
IN THE
By Herb Foreman ot many pilots have more flying time from the San Carlos Airport in Northern California than Ray Allen. Born in San Francisco and a graduate from the prestigious Lowell High School, he was at the right age to participate in World War II. Initially, color blindness kept him out of the Air Corps Academy and he began his career as a mechanic at Stockton Field in San Joaquin County on Oct. 28, 1942. After pestering his officers and taking new tests, he was admitted to the “cadet program” as a bombardier and navigator. He attended gunnery school and learned how to strip a 50-caliber machine gun blindfolded. He learned both celestial and dead reckoning navigation and after 105 hours of instruction joined a B-17 crew bound for Europe. Upon arriving in Europe, Ray joined a veteran B-17 crew stationed at Thurleight, six miles north of Bedfordshire, the 306th Bomb Group. Ray was assigned to the 368th Squadron that called themselves the “Clay Pigeon Air Force” because of the great number
N
CHINO AIRCRAFT SALES
Above: Ray Allen with his group of 10. Right: Ray Allen poses in his bomber jacket at the Sky Kitchen in San Carlos, California. total flight time of 550 hours in four of planes lost in combat. They were to months of intensive action – 286 combat lose 60 during the conflict. Of the 600 hours. In addition to the combat hours, crew members, 450 were killed in action they flew many training flights practicing – 75 percent. It was a heavy loss! Ray completed 35 missions with a formation flying, gunnery and naviga-
BOB CULLEN BOB@CHINOAIRCRAFT.COM
(909) 606-8605 (951) 264-6266 CELL (909) 606-8639 FAX See our inventory @ www.chinoaircraft.com
INVESTMENT OPPORTUNITY high interest paid 90 day deals secured with clear aircraft titles
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.
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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.
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1979 TOMAHAWK, 1310 SMOH, low price, offer.
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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
tion. The American crews had to learn the English methods of navigation, signals, radar, etc. Can you imagine a sky filled with 2,000 heavy bombers in the air at the same time? In addition, there were the same number of twin engine aircraft (B25s and B-26s) along with 1,500 fighters. Think of it, more than 5,000 planes in trail on their way to Berlin! There were also a great numbers of enemy aircraft attempting to stop them. This is astounding to those of us flying today! The missions that Ray flew included front line bombing in France, as well as strikes at Magdeberg, the coal fields at Mersberg from which Germany derived synthetic oil, Leipzeig and Hamburg – 23 target cities in all. Many were attacked three or four times. On his first mission to Mersberg, his B-17 lost two engines and the hydraulic lines to the brakes were severed by flak. The red Continued on Page 43
1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.
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Raymond D. Allen Continued from Page 42 brake fluid spurted out covering his head and flight suit. The bombardier reported to the captain that Ray’s head had been blown off. Ray’s knowledge of mechanics may have saved their lives! The crew in the front of the plane used an empty gallon can to urinate in on long flights. Ray grabbed the brake lines and stuck them into the can of urine, sucking it into the system. Upon landing, the pilot waited until the last moment before applying the brakes. The “golden” liquid stopped the plane just in time! When the Captain released the pedal, the urine spurted back into the cabin through the broken return line. It was a bit odorous but they all survived. At the age of 20, Ray received the DFC (Distinguished Flying Cross). A month after he had completed his 35 missions, his plane called The Rose of York, dedicated by Princess (now Queen) Elizabeth was lost over the English Channel. None of the crew survived. It was not the end of the way for Ray. After a brief furlough to San Francisco, he was assigned to Ferry Command in the Pacific Theater of Operations. The battle for Japan’s surrender was still raging. New Guinea and the Philippines had been retaken but there was still Okinawa, Iwo Jima and the Atom Bomb ahead.
One of his first flights was as the navigator on a C-47 from Long Beach to the small island of Biak off the coast of Eastern New Guinea. After a viscous battle, U.S. Forces cleared it of the Japanese troops and established a field hospital and supply dump there. To my surprise, I discovered Ray and I were there at the same time – July 1945. It’s a small world! I was assigned as a 1st Scout in an Infantry Company of the 43rd Division during WWII. After we had taken our last objective on the Island of Luzon in the Philippines, I spent two days cutting bamboo to build a rest camp before we moved on to another battle. I contracted blood poisoning in my hands from the sharp thorns of the bamboo and took a trip on a hospital ship from Manila to Biak to recover. Of course, I did not know Ray and only found this out 67 years later. Ray made a number of trips across the broad waters of the Pacific before the last gun had been fired in the conflict that, according to Tom Brokaw, produced the greatest generation yet on planet Earth. Ray owns a Cessna 336 with nonretracting wheels and is still flying today. He considers it one of the best Cessnas ever produced. He has more than 2,000 hours in it. A recent paint job makes it a stand out. Hopefully, another chapter in this man’s busy life can be produced soon.
Aviation Ancestry Continued from Page 40 the “flattened-S” shape of the fuselage. This was the result of engineer Ward Beman’s desire to have the air flow along the fuselage in such as way that it did not interfere with the lift being generated by the wing. His original design would have required a really long nose wheel strut, so his final design has the nose of the aircraft tapering downward. The design process progressed steadily, although slowly. By late 1939, Lockheed was marketing the design to the airlines (having received permission
to sell the aircraft to other airlines from TWA). As a result, TWA and Pan Am bought 40 Constellations each. With a top speed of 360 mph and the ability to cruise at 20,000 feet, the Constellation was on the cutting edge of airliner development. As mentioned previously, the design process was a slow one, and war was looming on the horizon. To be continued.... Please check out the author’s blog at www.elpasomountains.blogspot.com
Tips from the Pros Continued from Page 39 4. Always follow safe work practices and procedures. 5. Always meet or exceed customers’ requirements. 6. Always maintain integrity of dedicated systems. 7. Always comply with all applicable rules and regulations. 8. Always address abnormal conditions. 9. Always follow written procedures for
high risk or unusual situations. 10.Always involve the right people in decisions that affect procedures and equipment. Julie concludes, “Recognize that flying is the ultimate management of risk, and following the safety suggestions I personally use prior to every performance will help you move that risk factor down to zero. Fly often, be safe and most of all, have fun!”
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Celebrating Twenty-Eight Years of In Flight USA
44
THE MUSEUM
OF
FLIGHT’S B-29
By Paul Tannahill isitors to Boeing Field or The Museum of Flight may have noticed the unmistakable shape of a Boeing B-29 has appeared on the grass in front of the museum. However, the shape is just about all visitors may be able to notice, at least for the time being. The Museum of Flight’s B-29, Serial Number 44-69729, known as T-Square 54 is a combat veteran of World War II, participated in 37 missions in the Pacific, flying with the 875th Bomb Squadron and 498th Bomb Group. For the Korean conflict, the aircraft was once again called to service, this time reconfigured as an aerial refueling tanker. Since the aircraft arrived at the museum, on loan from the National Museum of the United States Air Force in 1993, it has been the subject of an extremely intensive, long-term restoration, undertaken by a team of nearly 70 dedicated volunteers. Recently however the museum was forced to vacate the building where restoration of the aircraft had been taking place. The museum found itself facing the difficult dilemma of what to do with the B-29 until another suitable facility could be found or constructed to house the project. Realizing the aircraft would need to be stored outside,
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Boeing B-29, T- Square 54, positioned on the lawn in front of the Museum of Flight on Boeing Field in Seattle, Wash. The aircraft has been encased in thick white plastic, designed to protect the aircraft from the elements, until a suitable indoor location can be found to complete the restoration on this historic veteran. (Nicholas Rosenbladt)
exposed to the wet climate of the northwest, the museum came up with an innovative solution. In order to preserve the aircraft and the massive amount of work that has already gone into its restoration, the entire airframe has been “cocooned” in protective plastic. The protective covering is able to withstand up to four or five years of exposure if necessary. It is hoped that within that time period a facility can be secured and the finishing touches can be completed on this historic aircraft. Individuals wishing to make donations towards the completion of the restoration of this aircraft, or any of the Museum of Flight’s other worthy restorations are encouraged to explore the museum’s Adopt-A Plane program. This program enables donors to direct funds directly to a museum project of their choice. More information on the Museum of Flight, their collection, upcoming events and the Adopt-A-Plane program are available on their website at, www.museumofflight.org or by calling 206/764-5720.
Left: The Museum of Flight’s Boeing B29, T- Square 54, shown with its dedicated volunteer group prior to the aircraft being “cocooned.” The high quality of the restoration is evident. (Ted Huetter)
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July 2012
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Marilyn Dash’s
The Pylon Place
RANCHO MURIETA AIRSHOW wenty-five years ago, the Rancho Murieta Airshow was legendary. This small privately owned airport southeast of Sacramento was centrally located to several military bases. Because of this proximity, during their heyday they were able to attract military acts from Mather, McClellan, and Beale to name a few. Pictures from those days show U2s, B-52s and even an SR-71 making appearances to the delight of crowds. This year the new airport owner, Bradley Beer, along with Air Boss, Mike Smith joined together with local businesses and airport tenants to bring back the glory days in celebration of Armed Forces Day. With only three months to plan and put on the show, this was a great event all around. The event started with the Performer and VIP Barbecue on Friday night while tenants of the airport put on a Flour Bombing event to the delight of the crowds. In aviation, Flour Bombing is when a lunch bag filled with flour is dropped by a “bomber” while the pilot maneuvers the aircraft over the target – generally a circle drawn on the runway or in a nearby grassy area. The next morning by 7 a.m. the airport was buzzing with activity. Volunteers and vendors had arrived and the final touches to the setup were completed. The crowds started to trickle in around 9am and the field closed at 10am
45
IS
BACK!
T
Julie Clark puts on an amazing patriotic show. (Ken Linde)
allowing it to visually demonstrate the effects of wing tip vortices and its awesome aerobatic performance. Julie Clark closed the show with her “Smokin’ T-34 Mentor”. Julie has retired from flying for a major airline, but is still available to entertain the crowds with her patriotic routine. She is also great with the fans, especially the kids. This is her 32nd year flying aerobatics in air shows and is a “mentor” to many of us! Before the weekend started, Bradley Beer, owner of the Rancho Murieta Airport , said “The airshow will not only be an exciting event in our community. It gives us an opportunity to support the USO by donating a portion of the proceeds to them. This will be the best airshow in our region this year.” And he was right. He also said that if they broke even, he would be happy to Continued on Page 46
Argonaut with the smoke generators – always exciting to watch. (Ken Linde) to airborne traffic. talent around the country. A lazy morning of RV formation P-51 Mustang Aerobatics flown by flights by the West Coast Ravens veteran, Dan Vance, was up next. Dan is Formation Group kept our eyes to the a true professional. He flies for a major skies while Mike Carpentiero hopped airline and can be seen racing his rides for locals in Stanley his 1930 New Speedball Alice at the Reno Air Races Standard D-25 Biplane. Stanley holds where he is also a check pilot for the four people in the front cockpit and he Unlimited Class. He puts on a wonderful was kept quite busy with happy passenaerobatic routine and a great addition to gers all day on Saturday. the Air Show Circuit. Military aircraft were on scene Dennis Sanders was up next flying including a C-130 from Pt. Mugu and a Argonaut, the Hawker Sea Fury FB.11 Chinook helicopter - both of which propowered by an R2800 and outfitted with vided tours all day to the fans. Their smoke generators on both wing tips, crews were gracious to all of the attendees and were delightful to have around. The Show opened with the National Anthem and Dan Buchanan filling the sky with streaks of smoke and color in his version of “Rocket’s Red Glare, Bombs Bursting in Air.” Sandy Sanders and Wayne Handley handled the announcing for the show. Many aviation facts were shared during the day, with many long time airshow fans in the audience saying, “I didn’t know that”. Even I learned a thing or two that day. Vicky Benzing showed her versatility with her Extra 300 performance. She has logged nearly 6000 hours in everyDRAGONFLY AVIATION joins with thing from aerobatic aircraft to helicopOld School Aviation to offer Warbird flight ters and even flies her company’s Gulfstream. She is a very accomplished training in WWII Stearman and Texan AT-6 pilot and is the only other woman currently racing at Reno with me. Her airshow performance is filled with energy and excitement. Then, Bill Stein took to the ski in his Zivko Edge 540. Bill had previously flown with the Red Baron Stearman Squadron and is now touring the U.S. as a solo performer. Besides his high powered performance, Bill’s aircraft sports an amazing paint scheme which actually changes color as the sun reflects against the state of the art paint. The California audience was lucky to see his show, since he’ll be on the road for nearly the entire season, showcasing his
Call 707-575-8750
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Celebrating Twenty-Eight Years of In Flight USA
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July 2012
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The Pacific Coast Air Museum (PCAM) proudly announces the addition of the U.S. Navy F/A-18 fighter demonstration team to an already stellar air show line-up of performers. The air show will be held at the Charles M. Schulz – Sonoma County Airport, Santa Rosa, Calif. on August 18-19, 2012. The F/A-18 Super Hornet Demonstration Team from Lemoore NAS will thrill the crowd with demonstration showing its tactical power, maneuverability, high performance and speed. Lieutenant Jeff “Lou” Findlay, a native of Wakefield, Massachusetts will pilot the Super Hornet. LT Findlay is currently an Instructor Pilot assigned to the Flying Eagles of Strike Fighter Squadron 122 (VFA-122) and a member of the F/A-18 Super Hornet West Coast Flight Demonstration Team. His tours of duty have included missions in support of Operation Iraqi Freedom, Operation New Dawn, and Operation Enduring Freedom over the skies of Iraq and Afghanistan. Additional military participation in the Wings Over Wine Country Air Show includes U-2 Dragon Lady overflights, T38 “Talon” flybys and a C-17 “Globemaster III” static display. Our outstanding civilian air show line up includes: • Kent Pietsch and his hilarious airborne comedy act, take off and landing on top of an RV and dead stick performance and landing • Julie Clark performing a patriotic air presentation in her magnificent T-34 • Tim Weber tumbling and high-roll aggressive aerobatics • Bill Cornick and Spencer Suderman each performing solo aerobatics in their Pitts Special aircraft and will also perform
(Steve Klett) their Vertical Aerobatic Challenge • One of the West coast’s largest gatherings of flying P-51 Mustangs and warbirds • Famed Air Show Announcer Danny Clisham • Many fabulous static display aircraft • Lots of activities for families and children • And much much more Enhance your air show experience by watching the show from the President’s Club (an exclusive, catered tent along the flightline) and attending the Friday night Performer Reception (where you can meet the air show performers). Purchase Air Show, President’s Club and Performer Reception Tickets online at our website, www.WingsOverWineCountry.org Gates open both days at 9:00 a.m. for pre-show activities, including radio controlled model aircraft demonstrations. Visit our website at www.WingsOver WineCountry.org for more information. For more information contact the Pacific Coast Air Museum at 707/5757900 or visit www.pacificcoastairmuseum.org.
The Pylon Place Continued from Page 45 do it all again next year. Now that they have more than three months to plan and execute – 2013 will be even better. Circle the first weekend in June 2013 on your calendars now!
Reno Update The Pylon Racing Seminar was held in June with a great turn out of Rookies and Veterans taking to the course for practice and evaluation. The new Unlimited Course was flown by both Steven Hinton
and Dennis Sanders to assess the changes. Both of them walked away with positive comments, so we should be okay with the new course changes. Also in June, the initial race entries were due to RARA. And it looks like we are in for a solid year of racing. While the numbers aren’t over the top, we have more than many expected – with 22 Unlimited Racers already registered. All of the other classes are short of a full field, but we are all hoping for additional late entries to round out the field.
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Green News
SOLAR IMPULSE LANDS SUCCESSFULLY IN RABAT: 1ST LEG OF RETURN FLIGHT COMPLETED After a rich week of events in Ouarzazate, Morocco's construction site of what will be the world's largest thermo-solar power plant, the Solar Impulse aircraft of Bertrand Piccard and André Borschberg has completed its first leg of the return home, landing in Rabat-Salé International airport at 10:22 p.m. (UTC+1), June 29. With André Borschberg at the controls, the Solar Impulse airplane took-off at 07:33 (UTC+1) from Ouarzazate International Airport. After flying over the Atlas Mountains at an altitude of 3,600 meters, avoiding the formation of thunderstorms later in the morning, the prototype flew in the direction of Marrakesh. Because of strong winds at a high altitude and thermals from the ground, the pilot found a holding area between Marrakesh and Rabat where he waited for sunset before beginning his final descent into Rabat-Salé. After a flight lasting a total of 14 hours, 49 minutes, André Borschberg safely landed the solar aircraft at 10:22 p.m. (UTC+1).
loop around the construction site as a way to honor Morocco’s innovative project and give one last farewell before returning to the country’s capital city. The HB-SIA is expected to stay in Rabat to undergo the usual technical check-up after 50 hours of flight before making its way back to Europe. It will first make a stop in Madrid before completing the last leg of the mission, bringing it back to Payerne, Switzerland. Crossing Frontiers: Return Flight to Rabat - André Borschberg in the cockpit before take-off. (Solar Impulse) Ouarzazate is the construction site of what will be the world’s largest thermosolar power plant, expected to produce 160MW during its first phase and 500MW by 2015. The plant is based on concentrating solar power (CSP) technology using parabolic trough solar collectors with heat storage; it will be the largest of its kind. The Moroccan Agency
for Solar Energy (Masen) and Solar Impulse share a common message, which is why Ouarzazate had always been the desired destination of the 2012 Crossing Frontiers mission. Both are engaged to invest in innovative projects today for job creation and sustainable growth while also protecting the environment. Just after take-off, André Borschberg made a
Flight Report Ouarzazate - Rabat Pilot: André Borschberg, CEO and co-founder Take-off time: 29/06/2012 07:33 a.m. UTC+1 Time of landing: 29/06/2012 10:22 p.m. UTC+1 Flight duration: 14 hours, 49 minutes Average speed: 64,82 km/h Average altitude: 4,000 metres (13'123 feet) Distance: 457 km
CESSNA “DISCOVER FLYING CHALLENGE” SHOWCASES SKYCATCHER CAPABILITY Cessna Aircraft Company has challenged high-energy aviation students from around the country to see who can generate the most awareness and handson experience for the innovative Cessna Skycatcher. The inaugural "Cessna Discover Flying Challenge" commenced on June 23 at the Cessna Open House in Independence, Kan., an event which commemorated the company's 85 year anniversary. The pilots left Cessna's Independence facility on June 23 in a Skycatcher with customized paint schemes that identify their participation in this program. Throughout the challenge, they will participate in various fly-ins, airshows and Cessna Pilot Center events over the course of the following five weeks. As part of their creative efforts to drive awareness and virtual engagement in their journey, they will be blogging at www.discoverskycatcher.com, posting videos on the Cessna YouTube channel at www.youtube.com/user/CessnaAircraft Co?feature=mhee, and updating Facebook and Twitter feeds documenting their adventure as they go from one destination to the next. "The Skycatcher is such a unique and accessible aircraft that we wanted to introduce it to the flying public in a manner that reflected the same. We could
have opted for traditional advertising, but the Skycatcher is something that you just have to experience – it is an awesome
light sport aircraft," said Tracy Leopold, Cessna business leader for the Skycatcher. "We are quite excited to have
certified flight instructors as our interns – they have the unique ability to introduce Continued on Page 48
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Celebrating Twenty-Eight Years of In Flight USA
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ROTOR DAZE – LOCAL FUN EAA AirVenture 2012 is underway, full of exciting activities. But not everyone, especially kids, will have the chance to get to Oshkosh this year. Bill Landers, Owner of Alliance International Aviation (AIA), has decided to do something about this shortcoming. AIA, based at Southern California’s Chino Airport for 20 years, has created a program to give parents a place to send their child for a day of adventure that will open the world of aviation to kids who might not realize it’s out there and accessible to them. According to Bill, “We have created a program called “Rotor Daze” an all day “Boot Camp” for young people of similar ages to have fun, learn something and get excited about aviation. Best of all, this is centered on the excitement of rotorcraft.” Bill continues, “The program is currently intended for High School age students and limited to five people per day - in order to insure the maximum value for the participants. This means space is limited. You’ll want to get on the roster as soon as possible.” The “Rotor Daze” camp will include approximately six hours of interactive
learning, including three hours of science activities and experiments teaching the how and why aircraft fly. Two hours of actual FAA ground instruction, by a Certified Flight Instructor, will be included to prepare camp participants for operating the controls of a Robinson R-22 helicopter. Bill then explains, “With the fundamentals taken care of, the attendees will
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July 2012
A LIFETIME
be given a half hour discovery flight to put all that knowledge into action. That’s right, with the “camper” in the pilot’s seat, a Certified Flight Instructor will mentor each student through an real flying lesson, with the kids doing the actual flying!” Bill points out that, “This flight time is real dual instruction and can go toward an actual FAA private pilot’s certificate.”
Participants will receive an official AIA Tshirt and a digital photo in the helicopter to remember the day. (As if they’d forget!) Lunch is also included - a delicious sub sandwich, chips, and a cold drink. “This program,” according to Bill, “is designed to provide an introduction to the world of aviation be it for pleasure, business, or career. At the very least, it is an exciting lifetime memory. It may also open their eyes to opportunities in aviation and the world of technology that might not have been known to them. We have worked hard to keep the price for the entire program to only $219 per student, a definite bargain.” AIA’s “Rotor Daze” was introduced at the Planes of Fame Museum and at the March AFB Air Show, with a tremendous response. It seems this idea appeals to some to grown up “kids” too, and an adult version may follow that includes fix wing activities.. Stay tuned! Call (909) 6060747 or email Events@AIAFlight.com for registration information. Additional information and updates are available at www.AIAFlight.com. Don’t delay, slots are filling rapidly.
Cessna “Discover Flying Challenge” Continued from Page 47 people to the product and take folks on
training flights to experience the aircraft firsthand. We have found that once peo-
ple experience flight in a Skycatcher, their interest in the product increases."
One of the interns involved in the challenge is Zoe Cunningham – a senior at Embry-Riddle Aeronautical University in Daytona, Fla., majoring in aeronautical science with minors in air traffic control and applied meteorology. According to Cunningham, "the best part of the Challenge will be sparking that passion for aviation in others and sharing the joy of flight with the Skycatcher." Fans can follow each pilot's journey through the Cessna Discover Flying Challenge website at http://discoverskycatcher.comor through links on the Cessna Facebook page at www.facebook.com/CessnaAircraftCompany. Followers can also track their progress and see the schedule of appearances around the country. The winner will be announced when all pilots reunite at the EAA AirVenture Oshkosh convention and fly-in in Oshkosh, Wis. Conor Dancy, a native of Leesburg, Va. and a senior at George Mason University, was looking forward to the next few weeks of flying but is especially excited about attending the fly-in at Oshkosh. "I couldn't be more excited about this program. I already have more than 60 hours in the Skycatcher and absolutely love flying it," Dancy said. I can't imagine a better way to spend my summer and can't wait to see everyone in Oshkosh."
July 2012
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(::6*0(;,+ :(3,: ;(? *65:<3;(5;: 05* / 9700 BUSINESS PARK DRIVE, SUITE 300, SACRAMENTO, CA 95827 T / WWW.AIRCRAFTEXEMPTION.COM / INFO@AIRCRAFTEXEMPTION.COM “Thank you for the opportunity to comment on the exceptional service you personally, and ASTC generally, have provided to the I2 Group, LLC. Through your extraordinary proactive, thorough and persistent efforts, we were able to avoid an improper tax circumstance from California tax authorities. Their non-responsive, delaying, and non-cooperative conduct was working! That is until ASTC stepped in. Your exceptional knowledge of the law, their own internal processes and pursuant facts saved us tens of thousands of dollars of excessive and improper tax. Our sincere thanks for a job well done.” – John Iffland, Partner, The I2 Group, LLC
Celebrating Twenty-Eight Years of In Flight USA
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July 2012
Business Aviation News
NEW STUDY HIGHLIGHTS BUSINESS AVIATION VALUE STATE, FEDERAL GOVERNMENTS The National Business Aviation Association (NBAA) last month welcomed a new study showing that local, state and federal government use of business aircraft increases agency or departmental efficiency and provides significant taxpayer value. The study, entitled, Government Use of Aircraft: A Taxpayer Value Perspective, is the third in the Business Aviation Users study series completed by NEXA Advisors, LLC. The study concludes that business aircraft provide strong returns on an organization’s investment in the asset. The two previous studies, which analyzed Standard & Poor’s (S&P) 500 companies and S&P 600 small-cap companies, concluded that business aviation contributes to companies’ ability to deliver greater shareholder and enterprise value. All three studies make clear that the use of a business airplane is the sign of a well-managed enterprise.
“These complementary studies highlight the importance of business aviation, and demonstrate that the value of business aircraft in boosting efficiency, productivity and flexibility is realized by businesses and government organizations alike,” said NBAA President and CEO Ed Bolen. The latest NEXA study finds that “government use of aircraft provides taxpayer value by providing public safety and security, supporting more efficient, effective government, protecting public health and welfare, facilitating economic growth, improving tax dollar efficiency, promoting good government relations, and improving compliance.” The study provides evidence that use of aircraft in the conduct of government business has grown in recent years, and that the more than 2,000 aircraft in public use contribute to the ability of civil servants to deliver many critical public services, including: • Providing state and federal govern-
GAMA STATEMENT The United States International Trade Commission (USITC) has released a report on the competitive conditions affecting the global business jet industry. General Aviation Manufacturers Association (GAMA) President and CEO Pete Bunce responded with the following statement: “The USITC report comes at a time of significant economic challenges for
government officials who utilize general aviation in the execution of their mission. “It was a pleasure to assist with this study because states play an important role in serving the public interest while working with FAA to ensure safe and secure airports,” said NASAO President and CEO Henry Ogrodzinski. “They recognize that government aviation is fast, cost effective and highly efficient. The study was commissioned by NBAA in conjunction with the No Plane No Gain advocacy campaign, which educates policymakers and opinion leaders about the value of business aviation to citizens, companies, and communities across the United States. The campaign is jointly sponsored by NBAA and the General Aviation Manufacturers Association. To learn more, visit www.noplanenogain.org. Review a full copy of Government Use of Aircraft: A Taxpayer Value Perspective. (PDF, 2.16 MB)
ON USITC REPORT REGARDING THE BUSINESS JET INDUSTRY
the global business jet industry. General aviation manufacturers around the world are collectively suffering through one of the worst economic downturns the industry has ever experienced. This report usefully highlights a number of key factors impacting the industry, including the slow economic recovery in the largest markets - North America and Europe - as well as tight
ECLIPSE ANNOUNCES OFFICIAL START During the first International Eclipse Dealer and Sales Conference held June 1 in Albuquerque, Eclipse Aerospace, Inc., manufacturer of the world’s first very light jet (VLJ), announced the official launch of initial production of the new model Eclipse 550 twin–engine jet. Eclipse dealers representing the United States and more than 30 different countries were on hand as the management team and Board of Directors for Eclipse Aerospace all signed the fuselage of the first production aircraft, Serial Number 1001. The ceremony continued with the Eclipse production
ment officials with secure and efficient transportation • Supporting constituent services in communities with limited or no airline service • Supporting emergency preparedness and disaster response • Supporting law enforcement and highway patrol • Transporting cargo, parts, and mail • Fighting forest fires • Supporting border patrol • Supporting counterterrorism and other security initiatives The findings in the study are based on a “utilization, benefits, and taxpayer value” framework that its authors developed. The authors worked with the National Association of State Aviation Officials (NASAO) to conduct an indepth survey of state government agencies, to gain an understanding of how state governments use GA aircraft. The study includes excerpts from numerous
TO LOCAL,
team officially mating the forward keel assembly to the fuselage. Now armed with an established supply chain, a new FAA production certificate, and a certified airframe, Eclipse is officially back in production with deliveries beginning in 2013. Eclipse plans initial low-volume production with the first aircraft taking approximately 12 months to complete as the balance of the production line is re-tooled and validated during the process. Full production for an estimated 50 to 100 aircraft per year is expected in 2014, paced by market demand.
financing, the threat of new taxes and fees, and delays in certification which impact manufacturers’ ability to bring new, safety-enhancing technologies to market in a timely manner. The report also emphasizes the importance of research and development investment by both private industry and governments as well as new markets which have emerged around the world. With further
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PRODUCTION
Mason Holland, CEO & Chairman of Eclipse Aerospace commented, “New production of the Eclipse Jet, that was the ultimate goal of EAI when we started the process two and a half short years ago. The excellent team at Eclipse Aerospace along with our strong supply chain partners have brought us back into the production market. I am simply humbled by everyone’s efforts!” In addition to the new production announcement, Eclipse also announced the official roll out of the Eclipse International Dealer organization.
GLOBAL
economic growth expected in these key regions, general aviation manufacturers will continue to spread their reach in order to take advantage of market opportunities. As a result, the quintessentially global nature of the general aviation manufacturing industry and its supply chain will become even more pronounced.” View the report at: www.usitc.gov /publications /332/pub4314.pdf
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550 MODEL
Eclipse Dealers from around the world representing more than 30 countries attended and signed agreements for the purchase of new Eclipse 550 Jets slated for delivery in 2014 and early 2015. The new model Eclipse 550 twin-engine jet is built upon the same excellent and welltested Eclipse 500 but will deliver with the next evolution of aircraft systems for general aviation jets which will include auto-throttles, synthetic vision, enhanced vision, and a redundant flight management system. First deliveries are expected in mid-2013.
July 2012
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30TH ANNUAL TRAVEL AIR REUNION By Jerry Impellezzeri or 30 years now Travel Air owners and enthusiasts have gotten together to share the trials and the joys of restoring and flying the old Travel Airs. The Travel Air bi-planes and monoplanes of the late 1920’s and early 30’s are alive and breathing. This year the Travel Air Reunion will be held in conjunction with the Flabob (Riverside, CA) chapter of the Antique Airplane Association’s ‘Flabob Flying Circus’ event the weekend of September 28-30th. The first Travel Air gathering was held in conjunction with the Merced Flyin in 1982... we had six Travel Airs attend and I got my first Travel Air ride... that was exciting! The idea of the reunion was to share information which at the time was very limited for those restoring and those trying to keep them flying. The goal was to be an encouragement to those who have taken on this noble task of preserving the history and the experience of the Travel Air for future generations. The restorations require a big investment in time and money. These machines in many ways are real time machines taking you to another time and place. Photos of
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Hugh Bikle's Wright J-4 Powered 1927 model 4000Travel Air located in Hollister, CA recent Reunions can be found at www.travelair.org. The Travel Air Reunion is a low key, informal get together that has been held up and down the West Coast... as far south as Gillespie Field just outside of San Diego, California to as far north as Snohomish, Harvey Field, just north of Seattle, Washington.... and many places in between. The Reunion locations have been based largely on invitation and Travel Airs nearby willing to come. The
Travel Air population is rather small and spread out with less then 5 percent of the 1400 or so aircraft built still flying today. Over the years there have been as few as two Travel Airs attend to as many as nine, with five being an average attendance. For Travel Air enthusiasts they look forward to this annual event no matter how many aircraft are able to attend and they come from all over the country and the world to be a part. The Flying Circus event is looking
to becoming a great event with a great variety and number of vintage aircraft attending, and so this will be a way that the Travel Air group can enjoy showing their aircraft to a much larger audience and still have the friendly interaction of fellow Travel Air enthusiasts. Travel Air owner and restorer Mark Lightsey of Aerocraftsman has invited us to tour his restoration shop which has at least three Travel Airs in works with no cover on them for all to inspect and take notes. More information on the Flying Circus event, motels and activities can be found at www.flabobflyingcircus.com. If you are flying in with your Travel Air or vintage aircraft Mark asks that you preregister so he knows where to park you. Travel Air historian and author Ed Phillips said that he plans to attend and hopefully we can get him to do a presentation at our Saturday night dinner. Travel Air owner/restorer Frank Schelling plans to bring his 1918 JN-4H Jenny which should be flying all weekend. If you are a Travel Air fan you will want to attend this exciting event.
WICKS AIRCRAFT OFFERS VARIETY OF NEW PRODUCTS ORDER NOW - PICK UP AT OSHKOSH Wicks Aircraft Supply, located in the heart of the Lower 48, has a great selection of new products that you’ll be able to see at Oshkosh in July – and take home. If you order ahead, you will be assured that you will have these goodies to take home with you. • 406mHz ELT from ACK: This new, GPScapable unit also operates on 121.5 mHz, and is light weight (1.6 pounds, with 5-year battery). Featuring a full “plug & play” installation kit, dual-stainless strap mounting, and antenna, this ELT includes antenna and has one of the lowest battery replacement costs in the industry and comes with a two-year warranty. $600, tax incl. • Aeroleds Pulsar newly-TSO’d
NSP & NS strobes: These 4-inch l o n g , anodized aluminumbased 4ounce strobes provide brilliant LED light in red or green. The NS consumes 18 watts for its 22 LEDs; the NSP is a 20-watt unit, and contains 24 LEDs. NS $1,075 pr. Tax incl., NSP $1,1 00 pr. Tax incl. • Aeroleds Suntail: This TSO’d tail strobe/position light pulls 16 watts to light its 18 LEDs, using its built-in power supply. With an anodized aluminum base, this 3-ounce light has a rated life of 50,000 hours. $320 experimental, $475 TSO’d • Aeroleds Sunspot: This high intensity Landing and Taxi lights use 20 watts; the HX can be PMA’d for certified aircraft. $430 HX landing or taxi. All the above
Aeroleds units operate on 9-36VDC. • Aerovoltz 4, 8, 12, and 16-cell 13.6V batteries: Powerful, yet amazingly lightweight, these multi-cell lithium batteries can crank most any Experimental, with engines from tiny two-strokes to even 580-inch sixes. With a service life of more than double that of a typical leadacid battery, Aerovoltz can be used in any orientation, require no ventilation, and never leak. Even better: amp for amp, Aerovoltz can save up to 80% of the space and 90% of the weight, compared against traditional batteries. Special Wicks pricing: AV004 (4-cell) $ 90.00 AV008(8-cell) $140.00 AV012 (12-cell) $170.00 AV016 (16-cell) $235.00 (largest battery weighs three pounds!)
• Aerovoltz lithium battery charger: Though Aerovoltz batteries maintain 90% of their voltage sitting on the shelf for a year and do not require any special charging considerations in the aircraft, the lithium-compatible bench charger balances the cells’ charge and is recommended for long life. AVCHARG: $70.00 Note: all items except the ACK 406mHz ELT are available now; the ELTs are scheduled for delivery at Oshkosh time. Or order now and pick them up at the show – save shipping!
Check In Flight USA’s NEW online calendar for upcoming aviation events...
www.inflightusa.com
Celebrating Twenty-Eight Years of In Flight USA
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July 2012
GULF COAST AVIONICS AND PACIFIC COAST AVIONICS ADD TWO-WAY SATELLITE COMMUNICATOR TO PRODUCT LINE Gulf Coast Avionics and Pacific Coast Avionics have jointly announced an exciting new addition to their extensive line of aviation products. The DeLorme inReach two-way satellite communicator is designed for use with iPhone, iPad, iPod Touch or Android device and provides reliable two-way satellite communications in remote or high-risk environments anywhere in the world. Commenting on the new product, Rick Garcia, President of Gulf Coast Avionics said, “This is an incredibly capable product that provides so many previ-
ously unavailable features. It is small and lightweight but is packed with benefits such as two-way messaging, interactive two-way SOS signaling, message delivery confirmation, and remote tracking. On top of that it provides pole-to-pole global coverage. All that said, we expect it to do extremely well in the marketplace.” The inReach also comes complete with a social media component, as users will be able to post messages to Facebook and Twitter and enable remote tracking for others to follow their travel timelines. The device’s wide range of capabili-
RICK GARCIA ANNOUNCES Gulf Coast Avionics Corporation President, Rick Garcia, announced the official opening of the Lakeland Aero Club at Lakeland Linder Regional Airport, the home of the Sun ‘n Fun annual Fly-In. The Lakeland Aero Club, founded by Garcia, is a collaborative effort of professional aviators, pilots and aviation students with one common goal – to advance flight education. All parties have been working hard to get the club off the ground and make sure this organization has the largest positive impact possible,
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ties and versatility will help solve a problem desperate for a solution, said Dewey Conroy, Vice President and COO of Pacific Coast Avionics. “Anyone who is serious about outdoor adventure should have one of these products,” Conroy said. “All too often we see less than perfect outcomes of search and rescue missions simply because those in distress cannot be accurately located. We are really excited about adding this product to our inventory.” Gulf Coast Avionics is a major supplier of avionics, instruments and pilot supplies to customers around the world
OPENING
according to Garcia. “This is a great milestone within the general aviation community,” said Garcia. “The club is a program designed to teach Central Florida Aerospace Academy students how to fly.” Club members will comprise the organizations board of directors, managing it as they would a business with some adult supervision. They will implement fundraisers and other initiatives in order to generate revenue to grow the club. The ultimate goal is to make the members more responsible, disciplined and future
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and is an FAA approved Repair Station, No. UB4R564M, Class 1, 2, and 3/Limited Instrument. For complete information call 863/709-9714 or visit www.GCA.aero. Pacific Coast Avionics is also a major supplier of avionics, instruments, and pilot supplies to customers worldwide, and is an FAA approved Repair Station, No. OPXR455L, Class 1 and 2 /Limited Instrument. For complete details, call 503/678-6242 or visit www.PCA.aero.
LAKELAND AERO CLUB
entrepreneurs, said Garcia. Members also have the opportunity to receive scholarships, such as the James C. Ray Scholarship, that pay up to 75 percent of their flying lessons toward their private or LSA license. Gulf Coast Avionics partnered with the Central Florida Aerospace Academy, HOVA and Sun ‘n Fun to help get the club up and running. HOVA will be the key provider of flight instructors and airplanes. Its main task is to make sure all club members are airborne. The club will meet regularly at
Lakeland Linder Regional Airport in Polk County, Florida. Many of the club members are students who attend the Central Florida Aerospace Academy, a high school with a concentration in aviation. “Central Florida Aerospace Academy offers one of the best aviationoriented curriculums in the country,” said Garcia. For more information on the Lakeland Aero Club, please contact Rick Garcia at 800/474-9714.
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July 2012
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SENNHEISER’S AVIATION DIVISION NAMES AIRCRAFT SPRUCE “DEALER OF THE YEAR” The U.S. subsidiary of audio specialist Sennheiser has named Aircraft Spruce its 2011 dealer of the year for excellent sales, customer support and comprehension of Sennheiser’s premium aviation headsets. “We are pleased to recognize Aircraft Spruce as Dealer of the Year in our aviation category,” said Chris Throndsen, national sales manager, general aviation at Sennheiser Electronic Corporation. “Aircraft Spruce’s expertise and passion for aviation helped their Sennheiser sales results take off during 2011.” “Aircraft Spruce has been a leading dealer for the Sennheiser aviation headset product line for many years, and it is an honor to receive the award as Sennheiser’s Dealer of the Year,” said Jim Irwin, President of Aircraft Spruce. “The S1 headset, introduced last year, is one of our most popular general aviation headsets.”
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION
1979 Beechcraft F33A 287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$119,950
LD SO
To request a free copy of the company’s 800-page product catalog, contact Aircraft Spruce at 1-877-4SPRUCE or 951/372-9555, or see the company’s website at www.aircraftspruce.com. Sennheiser is a world-leading manufacturer of aviation headsets, microphones, headphones and wireless transmission systems. For more information, please visit www.sennheiserusa.com.
PACIFIC COAST AVIONICS DESIGNATED “ELITE DISTRIBUTER” BY AVIDYNE Dewey Conroy, Vice President and COO of Pacific Coast Avionics has announced that his firm has received the “Elite Distributor” designation from Avidyne Corporation for the second consecutive year. In making the announcement Conroy said, “We are very pleased and proud to be recognized by Avidyne as an Elite Distributor. Their product line is an important segment of our overall inventory and is always in demand. We prominently display Avidyne products in our Catalog, in our Showroom, at Trade Shows and on our Web Site.” Tom Harper, Director of Marketing for Avidyne added, “Pacific Coast Avionics has played an important role in our distributor network. Their track record with Avidyne products is a testimony to their expertise as well as to the inherent quality and capability of our
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product line. We are pleased to have them as part of our Elite Distributor program.” Pacific Coast Avionics is a major supplier of avionics, instruments, and pilot supplies to customers worldwide, and represents all major manufacturers by providing sales, service and installation support. The company is located on Aurora State Airport just south of Portland, Oregon. Its 14,000 square foot facility can accommodate a wide range of aircraft up to and including business jets. Pacific Coast Avionics is an FAA approved Repair Station, No. OPXR455L, Class 1 and 2/Limited Instrument. For complete details, contact Dewey Conroy, Vice President and Chief Operating Officer at 503/678-6242 or visit the company web site at www.PCA.aero or email info@PCA.aero.
1984 Piper Dakota 236 2242 TTSN, 558 SMOH by LY-CON, Garmin 430 WAAS GPS, KAP 150 A/P, King IFR, New Compl. Lthr. int, New 3-bld. prop, hngrd in CA, NDH, like new$149,950
SO
LD
1999 Cessna T206H Stationair
1997 Mooney MSE (M20J)
890 TTSN, King IFR, KAP 140 A/P, GPS, Flint AUX L/R Fuel, Like New California Airplane, NDH, ............................$249,950
1406 TTSN, King Avionics, GPS, KAP 150 A/P, One Owner, Hangared Since New, NDH, Like New ................................SOLD
1992 Grumman Tiger
1980 Cessna 172N Skyhawk
450 SFOH, 2715 TTSN, Digital IFR, A/P, fresh annual, ................................$69,950
0 SMOH, 5600 TTSN, King Digital IFR, DME, Nice Paint/Inter ior, NDH, Fresh Annual, ...........................................................$49,950
Two Piper Warrior IIs
1979 Piper Warrior II 161 1500 SFOH, 6200 TTSN, Digital IFR, Century 1 A/P, Nice Paint and Interior, NDH...................$39,950 1976 Piper Warrior II 151 1100 SMOH, 0 STOH, 3260 TTSN, King IFR, Fresh Annual, NDH..................................$34,950
1967 Cessna 172 Skyhawk 180 HP Penn Yan 2038 SMOH, 12454 TTSN, King Digital IFR, GPS, Nice Paint/Interior/Windows, NDH,..............................................$24,950
LD O S 1963 Cessna 182F Skylane
1984 Piper Archer
185 SMOH, 4077 TTSN, New Updated Metal Instrument Panel, Complete New Updated Gray Interior, GPS, IFR, DME, HORTON STOL, many upgrades..................................................$54,950
4400 TTSN, 624 SFRMAN, Garmin430 WAAS GPS, KAP 100 A/P, Nice Original Paint/Interior, NDH,........................$69,950
LD O S 1978 C152 0 SMOH, 10,050 TTSN, Digital VFR, NDH, ....................................$29,950
1969 Piper Cherokee 140 / 160 hp 115 SFRMAN, 5000 TTSN, New Paint/ Interior, Speed Mods, Like New......$29,950
1972 Grumman AAIA Lynx
1981 Cessna 172RG Cutlass
2752 TTSN, 903 SMOH, 0 STOH, Very Nice Paint/Interior, Fresh Annual,..$19,950
0 SMOH, 7800 TTSN, New Interior, Average Paint, Fresh Annual, One Owner, NDH,..........$49,950
Robert Coutches
Visit In Flight USA’s website for the latest aviation news...www.inflightusa.com
(510) 783-2711 • fax (510) 783-3433 21015 Skywest Drive, Hayward, CA 94541
www.americanaircraft.net
Celebrating Twenty-Eight Years of In Flight USA
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July 2012
InFlight USA Classifieds (All ads run for 2 months) 00
Classified Ad Rates: $45 for the first 20 words, $750 for each additional 10 words, photos $750 ea.
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),,*/*9(-; :05.3,: )LLJOJYHM[ - ( ;;:5 :46/ .HYTPU .7: : ;,* H W 5+/ (TLYPJHU (PY JYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! ), )LLJO :RPWWLY :46/ ,_JLSSLU[ YHKPVZ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! - +LIVUHPY OW NHS + :OHUUVU TVKZ ZSVWL ^ Z 5L^ WHPU[ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! )VUHUaH 5 ;; :46/ .(40 ZWLLK ZSVWL THU` TVKZ -YLZO HUU\HS NLHY 6/ .VVK WHPU[ OHUNHYLK :[L]L >LH ]LY (PY JYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! )LLJOJYHM[ = ) )VUHUaH ;; -945 H_PZ H W ,_JLSSLU[ 7 0 =LY` UPJL ; 1 (PYJYHM[ :HSLZ 5V ]H[V *( ^^^ [QHPY JVT ! )LLJOJYHM[ : )VUHUaH ;; :46/ H_PZ H W .HYTPU 0-9 >((: .7: [PW [HURZ 3LH[O LY TVYL ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! )LLJOJYHM[ +LIVUHPY ;; :-94 LUNPUL 6/ WYVW 5V SVNZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! )LLJOJYHM[ ( )VUHUaH ;; :5 *SLHU :V\[O^LZ[ SV^ [PTL NYLH[ [\YIV UVYTHSPaLK JHUKPKH[L ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
),,*/*9(-; ;>05: -VY[\UL . OP JHIPU [HPS KYHNNLY :46/ ISHKL /HTPS[VU :[HUKHYK 2PUN 0-9 H W 5LLKZ UV[OPUN 6)6 [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! )LLJO +\RL SV^ [PTL .HYTPU : ;,* H W 5L^ 7 0 SVHKLK )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
),33(5*( *0;()90( *OHTWPVU -*,* ;; :46/ 6 P J JVTT .7: )LH\[PM\S YLZ[VYH[PVU 5V]LTILY HUU\HS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !
(]PVUPJZ )LLJOJYHM[ :PUNSLZ )LLJOJYHM[;^PUZ )LSSHUJH )\ZPULZZ 6WWVY[\UP[PLZ )\ZPULZZLZ -VY :HSL *LZZUH *LZZUH :PUNSLZ *LZZUH ;^PUZ *P[HIYPH *S\IZ 6YNHUPaH[PVUZ *VTTHUKLY 9VJR^LSS KL/H]PSSHUK +V\NSHZ ,UNPULZ
,YJV\WL -)6Z -SPNO[ 0UZ[Y\J[PVU -\LS .YVI .Y\TTHU /HUNHYZ ;PLKV^UZ /LSPJVW[LYZ /LSPJVW[LY ;YHPUPUN /LSW >HU[LK /VTLI\PS[Z /VTLZ (PYWHYRZ 1L[Z 3HUK 3VJROLLK
)LSSHUJH :\WLY =PRPUN ;; :46/ . UL^ 7 0 :VSK ^ MYLZO HUU\HS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH] LY JVT !
^PSS MPUHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
(TLYPJHU *OHTWPVU .*)* ;; :46/ OW ^ JVUZ[HU[ ZWLLK WYVW :76/ 2? ^ .: 4L[HS ZWHYZ UL^ ^PUKV^Z ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! )LSSHUJH :\WLY =PRPUN ( ;; :46/ K\HS .HYTPU Z VY ]PZ[H']PZ[HH ]PH[PVU JVT !
*,::5( :05.3,: *LZZUH ;;:5 :46/ KPNP[HS =-9 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PY WVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! *LZZUH 5 ;;:5 :-94 2PUN KPNP[HS 0-9 .7: 5PJL 7 0 (TLYPJHU (PYJYHM[ :HSLZ /H` ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! * ;;:5 :46/ UL^ 2PUN .HYTPU 0-9 5L^ WHPU[ 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H` ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! *LZZUH 9. *\[SHZZ ;;:5 :46/ 5L^ PU[LYPVY MYLZO HU U\HS VUL V^ULY 5+/ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! *LZZUH - :R`SHUL ;;:5 :46/ UL^ \WKH[LK TL[HS PUZ[Y\TLU[ WHULS .7: 0-9 +4, /VY [VU :;63 THU` \WNYHKLZ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PY WVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! *LZZUH :R`OH^R OW 7LUU @HU ;;:5 :46/ 2PUN KPNP[HS 0-9 .7: 5PJL 7 0 ^PU KV^Z 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYP JHUHPYJYHM[ UL[ !
* :46/ 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! *LZZUH OW TVK :46/ 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *LZZUH :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! * ZX\HYL [HPS :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * 5 ;; :46/ 0-9 MPUHUJL [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * :46/ 5L^ 7 0 HUU\HS )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *LZZUH 8 ^ 7L[LYZVU :, :;63 ;; :-94 ->- .HYTPU > 2? UH] JVT : ;,* 74( 4: H\KPV WHULS TVYL 3PRL UL^ WHPU[ MYLZO HUU\HS 5+/ )HZLK 5 5= :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! *LZZUH 8 ;; :46/ .HYTPU Z[HJR 6YLNVU (LYV SLH[OLY ZLH[Z ILH\[PM\S JVUKP[PVU :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! *LZZUH 9. ;; ,_JLS SLU[ VYPNPUHS 7 0 /HUNHYLK [YLHZ\YLK :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !
5L^ *LZZUH (PYJYHM[ *LZZUH +LHSLY ZPUJL )YPKNLMVYK -S`PUN :LY]PJLZ 5HWH *( ^^^ IMZUHWH JVT !
*LZZUH 7PSV[ *LU[LY -SPNO[ ZJOVVS ZHSLZ THPU[LUHUJL ;YHKL >PUKZ (]P H[PVU 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( ;YHKL>PUKZ(]PH[PVU JVT
* 5 ;; :46/ 5L^ WHPU[ 3V^ KV^U MPUHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !
*LZZUH :HSLZ :LY]PJL *LU[LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[HH]PH[PVU JVT !
* 7 :46/ 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! *LZZUH 5 :46/ 0-9
*LZZUH 9. ;; :-46/ 2PUN ) 4(* 2; ]PZ[H']PZ[HH]PH[PVU JVT VY ! *LZZUH ;; :46/ 24( 2? 2?
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 25 9; 9 ]PZ[H' ]PZ[HH]PH[PVU JVT VY ! *LZZUH ;; :46/ 2PUN 0-9 (WVSSV .7: 74( .? 2? ( 2? ( 2; * 29 25 H W 3[YVUPJZ +- ]PZ[H']PZ[HH]PH[PVU JVT VY !
*,::5( *LZZUH ;< - :[H[PVUHPY ;; :-94 .HYTPU .5: > 2? 2*: ( /:0 : ;,* H W TVYL -YLZO HUU\HS 5+/ SVNZ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !
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
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
.9<44(5 .Y\TTHU (TLYPJHU .LULYHS (( ;YH]LSLY ;; :46/ :;6/ 0-9 OW :;* *VTW KPNP[HS UH] JVT (WVSSV .? :3 :3 ,+4 .HYTPU *LU[\Y` 000) H W JV\WSLK ;YHMMPJ (SLY[ :) =(* UL^ .VVK`LHY [PYLZ +LJ HUU\HS 4PRL ! .Y\TTHU ;PNLY ;;:5 :-6/ KPNP[HS 0-9 H W -YLZO HUU\HS (TLYPJHU (PYJYHM[ :HSLZ /H` ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! .Y\TTHU (( ( 3`U_ ;;:5 :46/ :;6/ =LY` UPJL 7 0 MYLZO HUU\HS (TLYPJHU (PY JYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ !
4665,@ 4VVUL` 4 , ;; ;; OW ;; WYVW 24( H\KPV WHULS 2? UH] JVT ^ .: TVYL (U L_JLW[PVUHSS` MHZ[ 4VVUL` :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 4VVUL` 6]H[PVU ;; :46/ HPY /HUNHYLK UPJL :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! 4VVUL` ;; :46/ 0-9 -YLZO HUU\HS SVNZ 5+/ OHUNHYLK 7YPZ[PUL JHSS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! 4VVUL` 4 * ;; :46/ .HYTPU ( :3 ISHKL Z[HUKI` ]HJ /HUNHYLK ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
707,9 :05.3,:
* :46/ ZWHY TVK 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
7PWLY (YJOLY 00 ;;:5 :-94 2PUN KPNP[HS 0-9 .7: 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPY JYHM[ UL[ !
*LZZUH * .VSKLU ,HNSL ;;:5 :9(4 .HYTPU .7: JVTZ 2-* H W ^ MK K\HS 2PUN /:0Z :VSPK JVYWVYH[L HPJYHM[ >PZJVUZPU (]PH[PVU >H[LY [V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !
7PWLY >HYYPVY 00 ;;:5 :-6/ KPNP[HS 0-9 *LU[\Y` 0 H W 5PJL 7 0 5+/ (TLYPJHU (PY JYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ !
*644(5+,9 96*2>,33 = ;\YIPUL *VTTHUKLY ^PSS MPUHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
7PWLY >HYYPVY 00 ;;:5 :46/ :;6/ 2PUN 0-9 -YLZO HUU\HS 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYP JHUHPYJYHM[ UL[ ! 7PWLY *OLYVRLL OW
July 2012 ;;:5 :-94 ZWLLK TVKZ 5L^ 7 0 (TLYPJHU (PYJYHM[ :HSLZ /H`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` H[ ^^^ +HU1H`(PY JVT +HU1H` (PYJYHM[ :HSLZ *OPJV 4\UPJPWHS (PYWVY[ *( ! 7PWLY *VTHUJOL ;; :46/ M\LS PUQLJ[LK ;:06 :76/ 24( K\HS 2? UH] JVTZ ^ .: \WKH[LK N`YVZ TVYL 3VNZ HUU\HS K\L :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY *VTHUJOL ;; :46/ :6/ 2? ) ^ .: 5HYJV 2PUN LX\PWWLK 4,;*6 HPY [PWZ TVYL 3VNZ :[LYSPUN (PY *HY ZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY *VTHUJOL ;; :46/ :6/ 24( ;:6 H\KPV WHULS 3VHKLK 5+/ SVNZ ,Z[H[L ZHSL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY 4HSPI\ 4PYHNL ;; UL^ .HYTPU WRN (PY +H[H JVTW\[LY ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY *OLYVRLL ;; :46/ .7: JV\WSLK ^ HS[ OVSK H W KPNP[HS 0-9 YHKPVZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY ;\YIV (YYV^ 000 ;; :-94 : ;,* LSLJ[YPJHSS` KYP]LU H W ^ HS[ OVSK 3V[Z VM LX\PW TLU[ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! *OLYVRLL :P_ ;;:5 :46/ 2*: ( /:0 : ;,* )-. Z[VYTZJVWL 235 ) .7: .YLH[ HLYPHS :<= >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! 7PWLY (YYV^ 00 ;; :46/ K\HS .7: (\[VJVU[YVS 000) H W 9\UZ NYLH[ :HTL VWLYH[VY `LHYZ >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! 7PWLY (YJOLY 000 ;; K\HS .HYTPU >Z /:0 ^ MK : ;,* ^ .7:: 9LJLU[ HUU\HS 5+/ OHUNHYLK TL[PJ\SV\ZS` THPU[HPULK >PZ JVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVU ZPU(]PH[PVU JVT ! .YLH[ ;HRLVMM 0UJYLHZLK *Y\PZL MVY 7PWLY 7( Z (49 + >VVKZ[VJR 03 ^^^ WPWLYTVKZ JVT
707,9 ;>05: ;\YIV (a[LJ :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
www.inflightusa.com :LULJH 00 :46/ 5HYJV *LU[\Y` 000 5L^ 7 0 NSHZZ 6)6 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
3LHY ;)6 HSS YLJVYKZ 9=:4 3 9 M\LS 7HY[ HPY HTI\ SHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
:LULJH 00 ;; :46/ .HYTPU -\SS KL PJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !
-HZ[ [YHJR ZVHYPUN [YHPUPUN (YPaVUH :VHYPUN ,Z[YLSSH :HPSWVY[ 4HYPJVWH (A
:(0373(5,: :6(905.
:LULJH 0 ;; :46/ :76/ ^ UV (+ 5L^ PU[ OLH[LK OHUNHY :HTL V^ULY `YZ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !
.SPKLY 0UZ[Y\J[PVU ;V^PUN 3LZZ [OHU HU OV\Y Z KYP]L MYVT :HU 1VZL 4VU [LYL` HUK :HU[H *Y\a /VSSPZ[LY :VHYPUN *LU[LY /VSSPZ[LY 4\UPJPWHS (PYWVY[ ^^^ :VHY/VSSPZ[LY JVT
7PWLY (a[LJ - ;; :46/ )LUKP_ 9+9 YHKHY /:0 (S [PTH[PJ ? H W [YHKL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !
40:*,33(5,6<: (09*9(-;
7PWLY (a[LJ - ;; :46/ UPJL WHULS K\HS .HYTPU Z 9+9 2*: ( /:0 (S[PTH[PJ 000* JV\WSLK H W 2; ( +4, *VSSPZPVU (]VPKHUJL :`Z[LT UPJL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJP WHS (PYWVY[ >0 >PZ JVUZPU(]PH[PVU JVT !
¸+VPUN P[ YPNO[ [OL MPYZ[ [PTL ¹ /VTL VM 7LUPUZ\SH H]PVUPJZ ZHSLZ ZLY]PJL 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V *( (PYWVY[ 3HYY` :OHWPYV ! >HJV <7- ;; ZPUJL [V[HS YLZ[VYH[PVU *VU[PULU[HS )LH\[PM\S JSHZZPJ >HJV :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH] LY JVT !
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4H\SL 4? ;; M\SS .HYTPU WRN 3P[LYHSS` SPRL UL^ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !
*PYY\Z :9 :5,> SVHKLK )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
.YLH[ 3HRLZ ; ( (JYVIH[PJ ;; 3VNZ ILH\[PM\S ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
*PYY\Z :9 .;: ;; (]P K`UL -SP[L4H_ ,U[LNYH NSHZZ JVJRWP[ K\HS .HYTPU Z ? H W :R`^H[JO TVYL :LY]PJL *LU[LY THPU[HPULK :5 3LHZLIHJR ^HU[LK >PZJVU ZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PY WVY[ >0 >PZJVUZPU( ]PH[PVU JVT !
>PUN +LYYPUNLY + ;; 3PNO[ [^PU LUNPUL 3HZ[ VUL I\PS[ 7LY ZVUHS WSHUL VM +Y >PUN ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
(=0(; /<:2@ /\ZR` (TLYPJH Z -H]VYP[L ;HPSKYHN NLY =PZP[ O\ZR` H]PH[HPYJYHM[ JVT JOLJR V\[ [OL ]PKLV HUK JHSS [V ZJOLK\SL `V\Y V^U /\ZR` ,_WLYPLUJL (]PH[ (PYJYHM[ (M[VU >@ !;-5
(09*9(-; >(5;,+ 0TTLKPH[L *HZO MVY (PYJYHM[ (PYJYHM[ (WWYHPZHSZ 9VILY[ *V\[JOLZ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK *( MH_ ^^^ HTLYPJHUHPYJYHM[ UL[ !;-5
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9LHK` [V TV]L \W& 3L[ V\Y `LHYZ VM L_WLYPLUJL [\YU `V\Y WYLZLU[ HPYJYHM[ PU[V JHZO :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !
;OL :\WLY :[HSSPVU :P_ 7SHJL -S` MHZ[LY MHY[OLY JHYY` TVYL MVY SLZZ JVZ[ (PYJYHM[ +LZPNUZ MH_ !;-5
>L 5LLK 0U]LU[VY` =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[H HPY JVT !;-5
55 SPUL *HYLLY ;YHPUPUN (*; ^^^ HPYSPULJHYLLY[YHPUPUN JVT .YLH[ 7PSV[Z ;YHPU /LYL (SSPHUJL 0U[LYUH[PVUHS (]PH[PVU -SPNO[ *LU[LY ;YHPUPUN 6WLU KH`Z H T [V W T ;^V SVJH[PVUZ PU *HSPMVYUPH! *OPUV " 9P]LYZPKL " ^^^ HPHMSPNO[JVT -SPNO[ 3LZZVUZ :WLJPHS WHJRHNL VM MLYLK MVY `V\Y MPYZ[ JVTWSL[L SLZZVU :HU -YHUJPZJV )H` (YLH ^^^ THJO H]PH[PVU JVT
;@7, 9(;05.: (YPaVUH ;`WL 9H[PUNZ *, *, [`WL YH[PUNZ VY YLJ\YYLU[ 0UZ\YHUJL HW WYV]LK Z[HMM L_HTPULY ^^^ HYPaVUH[`WLYH[PUNZ JVT !
(09*9(-; 05:<9(5*,
>OLYL WLYMVYTHUJL ILNPUZ¯LUNPULZ WYVWLSSLYZ NV]LYUVYZ :HSLZ :LY ]PJL (TLYP[LJO 0UK\Z[YPLZ 9LKKPUN *( ^^^ HTLYP[LJO H]PH[PVU JVT !
(PYJYHM[ 0UZ\YHUJL >(9505. +VU»[ L]LU [OPUR VM JHSSPUN HUV[OLY HNLU[ \U[PS `V\»]L JHSSLK (]PH[PVU 0UZ\Y HUJL 9LZV\YJLZ MPYZ[ (JJLZZ [OL LU[PYL THYRL[ ^P[O Q\Z[ VUL JHSS )LZ[ YH[LZ )YVHKLZ[ JV]LYHNL (SS THYRL[Z ;VSS MYLL ^^^ (09 796: JVT !;-5
-\LS *LSSZ 9LWHPY V]LYOH\S VY UL^ 5L^ [HURZ ^P[O `LHY ^HYYHU[` /HY[^PN (PYJYHM[ -\LS *LSS 9LWHPY ^^^ OHY[^PNM\LSJLSS JVT
(PYJYHM[ 0UZ\YHUJL /LZ[LY 9VILY[ZVU 0UZ\YHUJL :LY]PJLZ :HU 1VZL 0U[»S (PY WVY[ *( *( 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 ;?
:WLJPHS MPUHUJPUN H]HPSHISL VU SLHYU [V MS` HPYJYHM[ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
(=0650*:
(09*9(-; -69 9,5;
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*(:
7(9;5,9:/07:
=HYNH ( ;; =-9 7 0 WHTWLYLK ,_JLSSLU[ JVUKP[PVU MVY HU VYPNPUHS =HYNH ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
6^ULYZOPW )LLJOJYHM[ )VUHUaH OW ;; .HYTPU H]P VUPJZ 7 0 *HSS MVY KL[HPSZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
(]PVUPJZ MVY L]LY` TPZZPVU *LY[PMPLK 9L WHPY :[H[PVU 4VZ[ THQVY IYHUKZ (PY[YVU PJZ *HSH]LYHZ *V\U[` (PYWVY[ *( ^^^ HPY[YVUPJZ PUMV
9LTVZ . ;; +`UVU /: H W Z`Z[LTZ .HYTPU H]PVUPJZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
-30./; 05:;9<*;065
>(9)09+:
5VY[O (TLYPJHU (; * ;; :46/ I` *V]PUN[VU 6/ ,_JLSSLU[ THPU[LUHUJL :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH] LY JVT !
1,;: -V\NH 4HNPZ[LY TPK [PTL LUNPUL J\Z [VT )S\L (UNLSZ WHPU[ 6)6 [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
:[Y\J[\YLK -SPNO[ ;YHPUPUN WYP]H[L [OY\ (;7 SHUK ZLH T\S[P LUNPUL :OLISL (]PH[PVU 2PUNTHU (A +PZJV]LY` -SPNO[Z -SPNO[ PUZ[Y\J[PVU MVY ZPUNSL T\S[P LUNPUL 0-9 )-9 07* )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! <U\Z\HS ([[P[\KL *V\YZLZ :WPU ;YHPU PUN *LY[PMPJH[PVU )LNPUUPUN [OY\ HK ]HUJLK HLYVIH[PJ 7HSV (S[V :HU *HYSVZ HUK /H`^HYK *( >LZ[ =HSSL` -S`PUN *S\I ^^^ ^]MJ VYN >LZ[ *VHZ[ -(( HWWYV]LK 7HY[ *VTTLYJPHS (PYSPUL (+? (YPJYHM[ +PZ WH[JOLY *V\YZL *HSS MVY ZJOLK\SL (PY
:[H[L VM [OL HY[ UP[YPSL Y\IILY M\LS JLSSZ 5V /HZZSL `LHY ^HYYHU[` Z\WWVY[ --* -SVH[Z -\LS *LSSZ 4LTWOPZ ;5 ^^^ MMJM\LSJLSSZ JVT
6?@.,5 :<7730,:
(09*9(-; -05(5*05.
3V^ *VZ[ [^PUZ MVY YLU[ [YHPUPUN )\PSK OPNO WLYMVYTHUJL [PTL ^P[O H * )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
>HYIPYK MSPNO[ [YHPUPUN PU >>00 :[LHY THU HUK ;L_HU (; -\SS` Z[HMMLK MVY HPYJYHM[ ZLY]PJL HUK PUZWLJ[PVU +YHNVU MS` (]PH[PVU
-<,3
.L[ [VW YL[HPS MVY `V\Y HPYJYHM[ (PYJYHM[ ZHSLZ QL[ ZHSLZ THUHNLTLU[ MPUHUJPUN <:( (PYJYHM[ )YVRLYZ !;-5
:769; <3;9(30./;:
=PZ[H (PY -SPNO[ :JOVVS [YHPUPUN HPYJYHM[ YLU[HS *LZZUH HWWYV]LK 7PSV[ *LU [LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( !
)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[ 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
5L^ AVKPHJ */ ?3 :3:( ;;:5 .HYTPU .4( ^ 4) :3 +PNP-SPNO[ 00 ,-0: + ^ IH[[ IHJR\W TVYL 6)6 :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !
;LZ[ ;:; 1\UPVY : 3:( UV TLK YLX\PYLK ZPUNSL TPK ^PUN ; [HPSLK HPYJYHM[ 5L^ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
=PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT !
(PYJYHM[ :WLJPHSPZ[ <ZLK 7HY[Z SHUK PUN NLHY JVU[YVS Z\YMHJLZ 1 ; ,]HUZ (PYJYHM[ :HSLZ 6YSHUKV -3
.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,-
-(( (WWYV]LK -SPNO[ :JOVVS `LHYZ PU :-6 )H` (YLH -S` ^P[O \Z HUK ZH]L )LS (PY 0U[S :HU *HYSVZ *( ^^^ ILSHPYPU[S JVT !
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
*VTL ZLL V\Y .HYTPU .;5 KLTV \UP[ VY ]PZP[ ^^^ HLYPHSH]PVUPJZ JVT MVY TVU[OS` ZWLJPHSZ (LYPHS (]PVUPJZ :HU 1VZL 9LPK /PSS]PL^ (PYWVY[ QVLT'HLYPHSH]PVUPJZ JVT 366205. -69 (=0650*:& ;Y` =PZ[H (]PH[PVU H KLHSLY MVY TVZ[ THQVY IYHUKZ · UL^ \ZLK /VUL`^LSS .HYTPU (]PK`UL : ;,* (ZWLU 3 )VZL +H]PK *SHYR 3PNO[ZWLLK L[J · WS\Z 7P[V[ :[H[PJ [LZ[PUN ([ ZHTL HPYWVY[ MVY `LHYZ *HSS MVY PUZ[HSSH[PVU X\V[LZ =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT !
7967,33,9: *VTWSL[L 7YVWLSSLY .V]LYUVY :LY ]PJL ;PMMPU (PYL ;PMMPU 6/
(09*9(-; 7(9;: 8\P[ )\ZPULZZ :LSSPUN V\Y WPZ[VU WHY[Z PU]LU[VY` [VVSZ QHJRZ L[J 7HJRHNL WYPJL! >PSS JVUZPKLY [LYTZ *HSS 4VU[LYL` *( !
!;-5
,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 - 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 4HNUL[V ZWLJPHSPZ[ MVY ;*4 )LU KP_ :SPJR :PUNSL HUK +\HS 4HNUL[V OV\Y PUZWLJ[PVU [YV\ISLZOVV[PUN YLWHPY V]LYOH\S (PYJYHM[ 4HNUL[V :LY]PJL )HPUIYPKNL 0ZSHUK >( ^^^ HPYJYHM[THNUL[VZLY]PJL UL[
(09-9(4, *65:;9<*;065 8\HSP[` 7HY[Z 9LHK` [V :OPW -(( 74( HWWYV]LK .SVIL -PILYNSHZZ 3HRLSHUK 3PUKLY (PYWVY[ -3 ^^^ NSVILMPILYNSHZZ JVT
Celebrating Twenty-Eight Years of In Flight USA
56 7(05;05. <7/63:;,9@
/,37 >(5;,+
(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 *(
-30./; 05:;9<*;69 MVY )\Z` *LZZUH 7PSV[ *LU[LY 4\Z[ OH]L L_WLYPLUJL VY ZLUK YtZ\Tt [V MS`']PZ[HHPY JVT !
-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 *(
044,+0(;, 7,94(5,5; 67,505. ++++
:WLJPHSPaPUN PU .( JVYWVYH[L HPY JYHM[ .PV[[V Z (PYJYHM[ 0U[LYPVYZ :HU 1VZL 1L[ *LU[LY *( ^^^ NPV[[VHPYJYHM[PU[LYPVY JVT 8\HSP[` *\Z[VT 0U[LYPVY 9LM\YIPZO TLU[Z KLZPNULK HUK JYLH[LK Q\Z[ MVY `V\ -(( HWWYV]LK YLWHPY Z[H[PVU ,SP[L (PY 0U[LYPVYZ 4H[OLY *( ^^^ LSP[LHPYPULYPVYZ JVT
/(5.(9: ;0,+6>5: >(5;,+ :LLRPUN [V W\YJOHZL <:,+ 769;()3, ; /(5.(9 ;OL OHUNHY Z ^PSS IL TV]LK [V HU HPYWVY[ PU [OL :HU -YHUJPZJV )H` (YLH *VU[HJ[! IYLUUHUMHSSVU'ZIJNSVIHS UL[ VY ! (]PH[PVU )\PSKPUN :`Z[LTZ J\Z[VT KLZPNULK OHUNHYZ ;LLZ ZOHKL WVY[Z 9 4 :[LLS *V *HSK^LSS 0+ !;-5 *HSPMVYUPH *P[` 4\UPJPWHS (PYWVY[ ;^V HPYJYHM[ OHUNHYZ ZX M[ VU WYP]H[L HJYLZ *VU[HJ[ :HT /LSSLY 2LSSLY >PSSPHTZ 9LHS[` ZHT'ZHTOLSSLY JVT /HUNHYZ ;PLKV^UZ MVY 9LU[ >OP[LTHU (PYWVY[ 7HJVPTH *( *VU [HJ[ 7LUU` VY WLUU`' ]PZ[HH]PH[PVU JVT 6UL 7PLJL /`KYH\SPJ +VVYZ 5L^ KL ZPNU NYLH[ WYPJLZ :JO^LPZZ ;OL +VVY 3LHKLY ]PZP[ IPMVSK JVT
-)6Z -(( HWWYV]LK -SPNO[ :JOVVS 9LWHPY :[H[PVU HPYSPUL ZH[LSSP[L ^LH[OLY L_WLYPLUJLK Z[HMM (SS HPYWSHUL JV\YZLZ HUK 0U[LYUH[PVUHS -SPNO[ ;YHPUPUN (\ [OVYPaLK -(( JVTW\[LY [LZ[ ZP[L 5PJL (PY 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( ^^^ UPJLHPY UL[ 6UL :[VW :LY]PJL -)6 .HYTPU . JLY[PMPLK =PZ[H (]PH[PVU >OP[LTHU (PY WVY[ 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! )YPKNLMVYK -\SS :LY]PJL -)6 )YPKN LMVYK -S`PUN :LY]PJL 5HWH *( ^^^ IMZUHWH JVT !
5VY[ONH[L (]PH[PVU *OPJV 1L[ *LU[LY .LULYHS (]PH[PVU :LY]PJLZ -(( *OHY[Z (]HPSHISL PU 5V*HS :OLSS (]PH[PVU 7YVK\J[Z *OPJV *( +PHTVUK :LY]PJL *LU[LY THPU[LUHUJL YLU[HSZ MSPNO[ ZJOVVS [PLKV^UZ HUK OHUNHYZ !;-5 >PZJVUZPU Z 7YLTPLY -\SS :LY]PJL -)6 3VJH[PVUZ PU >H[LY[V^U 4HKPZVU 1\ULH\ >PZJVUZPU (]PH[PVU >PZJVUZPU(]PH[PVU JVT !
/64,: (097(92: *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 )LH\[PM\S *\Z[VT /VTL PU 7LNHZ\Z (PYWHYR 8\LLU *YLLR (A :LJS\KLK *PYJSL . 7LNHZ\Z (PYWVY[ VU WS\Z HJYL LX\LZ[YPHU SV[ 9, 4(? 0UMPUP[` *OHUKSLY (A ;OL 9`HU ;LHT
6--0*, :7(*, 6--0*, :7(*, (=(03()3, UK -SVVY 6]LYSVVRPUN 9\U^H` >OP[LTHU (PYWVY[ 7HJVPTH *( *VU [HJ[ 7LUU` VY WLUU`' ]PZ[HH]PH[PVU JVT !
(=0650*: 05:;(33,9 4\Z[ OH]L .LULYHS (]PH[PVU L_WLYPLUJL =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ 7HJVPTH *( IPSS']PZ[HH]PH[PVU JVT ! 05 -30./; <:( [OL SLHKPUN ZV\YJL VM 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 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
)<:05,:: 67769;<50;0,: :WHJLZ (]HPSHISL ;OL (PYWVY[Z +P]PZPVU VM :HU 4H[LV *V\U[` PZ ZLLRPUN H]PH[PVU YLSH[LK I\ZPULZZLZ MVY [OL :HU *HYSVZ (PYWVY[ -VY TVYL PUMVYTH[PVU LTHPS HPYWVY[Z' JV ZHUTH[LV JH \Z VY ]PZP[ ^^^ ZHU TH[LVJV\U[`HPYWVY[Z VYN :OVY[ ;LYT 0U]LZ[TLU[ 6WWVY[\UP[` /PNO PU[LYLZ[ ZLJ\YLK I` JSLHY [P[SLK HPYJYHM[ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
3HYNLZ[ 5L[^VYR VM (PYJYHM[ )YV RLYZ PU [OL <UP[LK :[H[LZ )LJVTL HU (PYJYHM[ )YVRLY · (]HPSHISL PU @V\Y (YLH :[HY[ [VKH` ^P[O <:(»Z WYV]LK Z`Z [LT MVY SPZ[PUN HUK ZLSSPUN L]LY`[OPUN MYVT OPNO WLYMVYTHUJL ZPUNSL LUNPUL HPY WSHULZ JHIPU JSHZZ [OYV\NO QL[Z HUK OLSPJVW[LYZ QL[ MYHJ[PVUHS ZOHYLZ 0U JS\KLZ T\S[P TPSSPVU KVSSHY PU]LU[VY` MYVT ^OPJO [V Z[HY[ ZLSSPUN *VTWSL[L [\YU RL` WYV]LK Z`Z[LT 5V L_WLYP LUJL ULJLZZHY` >PSS [YHPU 3PJLUZLK <:( (PYJYHM[ IYVRLYHNL ;\YU RL` Z[HY[ \W >PSS MPUHUJL H[ UV PU[LYLZ[ 3PTP[LK VMMLY H]HPSHISL PU LHJO HYLH *HSS [VKH` =PZP[ )\ZPULZZ 6WWVY[\UP[` :LJ[PVU H[ ^^^ \ZHHPYJYHM[ JVT !;-5
7036; :<7730,:
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
/LHS[O >LSSULZZ 7YVNYHT JHU OLSW *HSS MVY MYLL JVUZ\S[H[PVU ,TLYHSK =HSSL` >LSSULZZ *SPUPJ VY ]ZP[ ^^^ LTLYHSK^LSSULZZ JVT
+`UVU (=4(7 .7: (LYVSLKZ (]LV 3,+: 6_PTL[LY 7P[V[ JV]LYZ >PJRZ (PYJYHM[ :\WWS` ^PJRZHPYJYHM[ JVT
:[LYSPUN .( 7YVMLZZPVUHS :LY]PJLZ (PYJYHM[ ZHSLZ 5((( JLY[PMPLK HWWYHPZ HSZ -+0* 9;* HWWYV]LK JVTW\[LY PaLK 43: H]PH[PVU JVUZ\S[PUN JVZ[ LMMLJ[P]L HUHS`ZPZ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !
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July 2012
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HILLER AVIATION MUSEUM
Story and Photos By Sagar Pathak ach year the Hiller Aviation Museum at the San Carlos Airport in California holds it’s annual Vertical Challenge Airshow. The two-day event started on Friday, June 15 with the arrival of military helicopters from southern California. Participants included a U.S. Navy MH-60S Seahawk helicopter from HSC-3 “Merlins” based in North Island Naval Air Station, San Diego; two U.S. Marine Corp CH-53E Super Stallion helicopters from HMH462 “Heavy Haulers” based at Miramar Air Station, San Diego; and a U.S. Marine Corp CH-46 Sea Knight from HMMT-146 “Knight Riders” which flew in from Camp Pendleton, Calif. That night Hiller put on the only twilight airshow in the country featuring famed helicopter act, Otto the Clown Helicopter, a S.A.R. Demo by the California Highway Patrol with their A-Star helicopter, a helicopter lesson, and concluded with the unique Go Fast Jet Pack. Saturday, June 16 along with the heavy military hardware, the civilian presence was added to the lineup with appearances from Stanford Life Flight medical helicopter, USCG HH-65C Dolphin, a Vietnam era Huey, several Bell 47s, and other unique helicopters.
E
AT THE
SAN CARLOS AIRPORT
Celebrating Twenty-Eight Years of In Flight USA
58
July 2012
AD INDEX ACT ..........................................39
Assoc. Sales Tax ......................49
Globe Fiberglass ......................48
Sky Ranch Upholstery..............28
Aerozona Parts..........................20
Aviation Ins. Res.........................22
Hartwig......................................20
Sterling Air................................27
Aircraft Ins. Agency....................14
Bob’s Aviation Supplies ..........20
HME Watches ..........................32
Steve Weaver Aircraft ..............30
Aircraft Magneto ......................46
Buchanan Aviation....................41
Jorgenson Lawrence ................58
Tiffin Air....................................47
Aircraft Specialties ..................19
Chino Aircraft Sales ................42
JT Evans ......................................4
TJs Aircraft Sales......................23
Aircraft Spruce..........................15
Corona Aircraft Engines ..........36
Kitfox ........................................34
Travel Aire ................................33
Airport Shoppe ......................2, 3
Divorce For Men ......................24
Loop Net ..................................26
US Sport Aviation EXPO ........31
Airtronics ..................................44
Dragonfly Aviation ..................45
Mach 5 Aviation........................43
USA Aircraft Brokers ..............13
Alliance Intl. Aviation(AIA)..............12
Eddie Andreini ..........................38
Mountain High Oxygen ..........33
Vista Aviation......................11, 25
American Aerobatics ................13
Elite Air Interiors ......................28
Pacific Coast Avionics..............10
Watsonville Fly-In ....................26
American Aircraft Sales ............53
Flabob........................................14
QREF Media ............................18
Wicks Aircraft ..........................39
Ameritech....................................7
Fly It, Airplane..........................21
R&M Steel ................................46
Wings Over Kansas ................40
AMR&D, Inc. ..........................16
Fly It, Helicopter ......................59
Remax – The Ryan Team ........12
Wings Over Wine Country ........6
AOPA ..........................................9
Flying Tigers Wine ..................16
Rio Vista Muni. Airport............46
Wisconsin Aviation ............17, 43
Arizona Soaring........................52
Gibson ......................................22
Schweiss Bi-Fold Doors ..........10
Zanette AC Insurance ................5
Arizona Type Ratings ..................24
Giottos ......................................10
Select AirParts ..........................60
ZD Publishing ..........................37
"Still Specializing In First Time Buyers And Student Pilots Needs" July is Such a Blast, Happy Birthday America!
300 HP 1977 Piper Lance GTO, LoPresti Mods, all-new leather seats & Many More Extras.
1974 Cessna 310 "Q" with an Award Winning Interior and Panel . . . Very Motivated Seller!
Amazing Cessna 421 loaded with everything and priced to sell quickly . . .only the best went in to this one! Fresh Annual!
1971 Cardinal RG, Great Panel, 75% New Interior, recent annual and possible terms! Great Commercial Trainer.
Too Cute For Words, 1956 Cessna 172 with incredibly low times and great looks. Perfect For the "First Time"Buyer" or Student.
Cessna's Best . . 1978 - 182 with a great pedigree. Make an offer, we'll surprise you! Would you believe it went to London and Back?
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A 1979 Cessna 172 Beauty, recent paint, super clean inferior and fresh annual . . . call us now on this one!
JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT HOME OF WHAT’S UP?! AIRSHOW ENTERTAINMENT
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Located at the beautiful Palo Alto Airport (PAO) in the Baylands Recreational Area where aviation, golf, nature and good food live in harmony creating a comfortable and convenient setting to select a new airplane. South of San Francisco along the west side of the bay, north of San Jose.
Larry Shapiro • Larry@LarryShapiro.com • Or Call Us! 650-424-1801 For more information about these planes and others, Please Visit Our Web Site: www.LarryShapiro.com
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