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Celebrating Twenty-Nine Years of In Flight USA
4
July 2013
COVER STORY The Collings Foundation’s B-17 Flying Fortress
NINE-O-NINE Story Courtesy of The Collings Foundation he most widely recognized and revered aircraft type of World War II, the B-17 Flying Fortress, takes to the skies again. The B-17G (Serial # 44-83575) has been returned to its wartime configuration under the auspices of the nonprofit Collings Foundation of Stow, MA and given the name Nine-ONine. The Collings Flying Fortress was built at Long Beach, Calif. by the Douglas Aircraft Company and accepted on April 7, 1945. Although she was too late for combat, #44-83575 did serve as part of the Air/Sea 1st Rescue Squadron and later in the Military Air Transport Service. In April 1952, #44-83575 was instrumented and subjected to the effects of three different nuclear explosions. After a thirteen-year “cool down” period, #44-83575 was sold as part of an 800-ton
T
The sixth annual Bomber Camp held at Taigh Ramey's Vintage Aircraft in Stockton, California was held on May 29-30 featuring the Collings Foundation’s famous B-17 Nine-O-Nine. Being used for the first time to drop 250 lb. concrete bombs this former air-sea rescue SB-17G s/n 44-83575 had last dropped a lifeboat more than 60 years ago prior to taking on this new role. Since its start in 2008 Bomber Camp had used the B-24J ‘All American’ to make the bomb drops, however his year Nine-O-Nine was called on to make two missions at the popular event. Taigh Ramey used the Norden bombsight in Nine--O-Nine to lineup his target for the drop. Safety was observed at all times with Jerry Anderson flying the chase/photo aircraft for the flights. (Jim Dunn) scrap pile and Aircraft Specialties Company began the restoration of the aircraft. Damaged skin was fabricated and replaced on site; engines and props were stripped, cleaned, repaired, and tested; four thousand feet of new control cable was installed; all electrical wiring and
instrumentation was replaced. As she neared completion, the jeers and laughter of those who said she would never fly again faded as the sounds of four 1200 HP Wright-Cyclone engines echoed across the desert and Yucca Lady rose as the phoenix and climbed into the sky. For 20 years, without a major prob-
lem or incident, #44-83575 served as a fire bomber dropping water and borate on forest fires. She was sold in January 1986 to the Collings Foundation. Restored back to her original wartime configuration by Tom Reilly Vintage Aircraft, she represented one of the finest B-17 Continued on Page 19
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TABLE Volume 29, Number 11
OF
CONTENTS
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
July 2013
ON THE COVER COVER STORY
PHOTO FINISH
NINE-O-NINE B-17 FLYING FORTRESS
WINGS AND WHEELS
Courtesy The Collings Foundation Page 4
By Mike Heilman & Ed Wells Page 56
FEATURES & SPECIAL SECTIONS
COLUMNS
Editorial: Federal Event Fees Are A Reality By Ed Downs ................................................................6 Visiting Virginia Beach Military Aviation Museum By A. Kevin Grantham and Stan Piet ..............................13 Operation Migration Needs Pilot Support By Jim Moore (AOPA) ....................................................20 World War II Weekend: A Step Back in Time By A. Kevin Grantham and Stan Piet ..............................22 Oregon Pilot Flies His 5,000th Young Eagle ..............27 2013 Doolittle Raiders Last Reunion By Herb Foreman ........................................................34
Contrails: Flying Odd by Steve Weaver ..............17 Aviation Ancestry: Swept-Wing Wonder by Scott Schwartz ............26
NEWS Life-Line Screeing and AOPA Partner for Medicals ....................8 US Sport EXPO Announces Jan. 16-19 Show Dates ..................8 AirVenture Has No Good Options for ATC Demands ..............10 Magnetic Compass Requirement Dropped................................11 Skip Stewart Wins 2013 Bill Barber Award ................................12 Remembering Wing Walker Jane Wicker....................................16 Nellis Pilots Grounded, Training Goes Virtual ..........................24 Transitioning GA To Unleaded Fuels..........................................49 Aerodynamic Refinement of Best Piston Twins ........................54
Cover Photo By James Dunn
Special Section: EAA AirVenture ................................38 Dayton Air Show By Mike Heilman and Joe Gust ......................................42 Hellfish and VictoryGirl With Seven-Oh-Fun By Jerri Bergen and Travis Brandt ..................................43
What’s Up?!: The Perfect “10” by Larry Shapiro..............28
Flying WIth Faber: A Visit to Puerto Rico by Stuart J. Faber ............29
The Pylon Place: What Does It All Mean by Marilyn Dash ..............45 Safe Landings: RNAV STAR Issues .......................... 48
DEPARTMENTS Calendar of Events ........................................................9 Classifieds ....................................................................56 Index of Advertisers ....................................................58
SPECIAL SECTION: EAA AIRVENTURE.................................STARTS
ON
PAGE 38
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Celebrating Twenty-Nine Years of In Flight USA
July 2013
Editorial By Ed Downs “FEDERAL EVENT FEES” ARE s most readers know by now, the EAA was given a short notice demand for nearly half a million dollars for services to be rendered by the FAA at AirVenture 2013. The fact that such services have already been paid for and delivered in the past, or that the FAA does not have the legal jurisdiction to levy user fees without Congressional consent seems to have no bearing on this action. This is a purely political move by the political leadership of the FAA as directed by the Executive branch of our Government. Numerous other aviation events that have involved FAA coordination or services have also received notification that “event charges” would apply, resulting in a number of show cancellations. Such federal charges are not limited to EAA AirVenture or even to aviation events. An “event charge” does not need identifiable users that are getting “more than their fair share” of services. An event could be any activity that utilizes federal resources in the conduct of the event, even if only on a casual basis. This could easily include security issues for large sporting events, perhaps a charge to implement required TRF’s over large outdoor gatherings. NASCAR races are heavily aviation related, ideal targets, and even a local rodeo could end up with federal fees from the Department of Agriculture. The potential of “event” related revenue sources is virtually limitless. Point this out to those who brush off AirVenture as simply a party for rich guys. They are next. It is important to know that this challenge to EAAAirVenture has not been created by the same FAA that we as pilots, aircraft owners and aircraft manufacturers work with on almost a daily basis. Aircraft Certification Services, MIDO and FSDO offices, the good folks at Flight Standards, Air Traffic Control professionals and many other fine employees of the FAA who punch the morning clock and do the best job they can, have nothing to do with what the popular media is referring to as “an FAA action.” Confused? Perhaps, unless one realizes that the sequestration trick now in play is solely designed to highlight the importance of government services by taking them away. In fact, the “take away” is an old sales trick used in many businesses, wherein a hesitant buyer is persuaded to make a fast “buy” decision when the salesman suddenly announces that the product in question is about to be sold to another person and cannot be replaced. The fear of loss is created, causing the product to suddenly seem more important than it really
A
A
REALITY
is. In the case of sequestration, both sides of the political aisle are trying to create as much “pain” as possible with a plan to blame “the other side.” This is not a war of ideals or political principles, but simply a war between mega buck ad companies and PR professionals, all aiming for an advantage in the 2014 Congressional elections. It just so happens that aviation services and the entire American aviation industry is delicate, and therefore, a good target for this type of politics. EAAAirVenture is the perfect big name target, as most non-aviation folks simply think of this event as a fly-in for recreational pilots. They have no idea that AirVenture is the largest aviation related trade show in America, if not in the world. In other words, the D.C. based political leadership of the FAA, leadership with little or no operational aviation background, has chosen to play AirVenture as a pawn in their political chess game…but this pawn can bite. The EAA has initiated an outreach program that encourages all pilots to contact their elected officials. Aviation enthusiasts and professionals are asked to spread the word, aviation related or not, that the fees assessed to EAA AirVenture are but the tip of an ugly iceberg. Eventually, many federal services that have been bought and paid for by general revenues and special purpose taxes will be unavailable to those without a pocket full of “event money.” EAA Chairman, Jack Pelton, has pulled no punches in stressing just how unacceptable this unilateral action is and is continuing a good fight through the EAA Government Advocacy program. You can participate, whether or not you belong to EAA. Simply enter this URL, http://govt.eaa. org/10387/this-isnt-over-continue-fightagainst-ga-event-fees/?src=widget, to go directly to the action page wherein you can quickly sign a petition and contact your local representative by simply entering your zip code. If you have difficulty typing all of this into your computer, just enter www.eaa.org and click on the “PROGRAMS” tab. That will give you a “pull down” to “Government Advocacy” which takes you to a page having a big red “ACTION” logo. Click “ACTION” and you are in the game. Or, simply visit In Flight USA’s web site at www.inflightusa.com. Look for the EAA link on our home page. It will take you right to the action page of the EAA web site. EAA has created a well-crafted letter to the FAA Administrator’s office, with 28 Senators signing on as supporters of the letContinued on Page 7
July 2013
www.inflightusa.com
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Editorial: Federal Event Fees Continued from Page 6 ter. As of the writing of this column, the FAA has not responded to this Senatorial inquiry, taking on the style of the IRS, State Department and Justice Department by simply ignoring the congressional branch of government. This kind of contempt will eventually result in the FAA Administrator being subpoenaed. As of the writing of this column, FAA leadership is planning to cancel the many technical and safety programs presented by the FAA at AirVenture in the name of “cost savings.” FAAAdministrator Huerta has not committed to the traditional “Meet the Administrator” visit to AirVenture, perhaps a good move, in that he will not be received well and lacks the qualifications to discuss many of the operational and safety issues facing pilots. There is little to be learned from a political appointee who can only repeat pre-written policy talking points. Questions regarding FAA leadership qualifications are not simply angry rhetoric. Visit the www.faa.gov and read leadership bios for yourself. You will see a well-written “boilerplate” with descriptive words that obscure a lack of operational expertise. A copy of the EAA letter to Administrator Huerta follows – it contains a well-written and persuasive argument on behalf of the American aviation industry. Use the facts and arguments presented in this letter, when contacting your own elected officials. Dear Administrator Huerta: We respectfully urge the Federal Aviation Administration (FAA) to fund the air traffic and other safety services at EAA AirVenture in Oshkosh, Wisconsin, and other major aviation events around the country. For one week every year, the Wittman Regional Airport (OSH) in Oshkosh is the busiest airport in the world. EAA’s AirVenture is the world’s single largest general aviation event, attracting over 10,000 various aircraft and more than half a million people annually from all 50 states and over 60 countries. We find it hard to believe that the agency tasked with providing air safety for all aspects of American aviation has arbitrarily decided to force this organization to pay close to half a million dollars for air traffic and safety services at one of the largest aviation events in the world. This event, while being a substantial economic driver for the state and local community, is a catalyst for promoting the aviation industry as a whole on a global scale. Its more than 700 exhibitors from 48 states and around the world derive hundreds of millions of dollars in sales of aviation products and services, resulting
in tens of millions in federal tax revenue. In addition, attendees at this event contribute hundreds of thousands of dollars to the Aviation Trust Fund through aviation fuel and airline ticket taxes associated with personal and commercial flight to and from the event. We frankly fail to see the logic behind this decision. One of the FAA’s core missions is to “provide the safest, most efficient aerospace system in the world.” Additionally, the FAA’s Air Traffic Organization states that: “The primary service of the Air Traffic Organization is to move air traffic safely and efficiently. Our stakeholders are commercial and private aviation and the military.” Based on the actions taken by FAA to require payment by EAA and other general aviation events for air traffic and safety services, the FAA is failing to abide by its own stated goals and mission statements and is in fact discriminating against a class of aviation users who already contribute to the funding of the FAA through aviation fuel excise taxes. Simply stated, the FAA is provided an annual appropriation by Congress to fund its activities. Of paramount importance is the funding of air traffic services, including air traffic controllers and safety inspectors to all sectors of the aviation community equally. The decision to charge for safety critical air traffic services for AirVenture and other major aviation events has not been authorized by Congress. While sequestration did reduce funding for federal agencies, it did not authorize agencies to seek out ways to raise revenue by arbitrarily charging for services. The FAA has provided these services to EAA without additional charge for over half a century. We are adamantly opposed to the FAA altering this policy and are greatly concerned by the boldness of the FAA to assume that this type of revenue mining would be deemed acceptable and lawful. Therefore, we again request that the FAA reconsider its decision regarding funding for EAA AirVenture and other aviation events across the country. Due to the time-sensitive nature of this event we ask that you respond to our request as soon as possible, but no later than June 28, 2013. We at In Flight USA hope that our readers will take action and become part of the solution, not a victim. This writer knows that many readers may feel it is a waste of time to work through your representatives and actively fight for fairness and consistency in our laws. Just remember, one spark and ignition within a single cylinder will never get you airborne, but add in a few more cylinders and then “spark” them relentlessly, and you are flying. Give it a try.
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Celebrating Twenty-Nine Years of In Flight USA
THE POWER By Craig L. Fuller President and CEO AOPA e all remember civics lessons when we were taught that the government has three branches—the executive, legislative, and judicial. But today it seems there’s a fourth branch of government emerging—the administrative. Federal agencies are nothing new. Neither are the career bureaucrats who keep the wheels of government turning despite the vagaries of party politics and election cycles. What is new is just how much power these agencies have. In fact, the Supreme Court recently determined that federal agencies have authority to establish their own jurisdiction (Arlington v. FCC). That’s a power that some believe has been, and should
W
OF
be, left to Congress. Congress may make the laws, but very often the bureaucrats make the rules. And those rules create the environment in which the general aviation community operates. According to an article written by law professor Jonathan Turley for the Washington Post, if you go back to 2007 when we have all the statistics, Congress enacted 138 public laws. But federal agencies finalized 2,926 rules that same year. And while membership in the General Aviation Caucus in the House of Representatives and the Senate grows week after week, there is no counterpart among government agencies that affect our flying, including the FAA, TSA, DOT, and DHS. Why do we care? Because many federal agencies operate with minimal
July 2013
BUREAUCRACY accountability and little oversight with the result that they charge ahead with new rules that can have a significant negative impact on the user community. You may remember the decision to stop aircraft operators from blocking their N-numbers to prevent their movements from being tracked by the public in real time. We fought to overturn this rule and ultimately succeeded, but a more reasoned approach to decision making would have saved everyone time, trouble, and money. Of course, we’re just as concerned about what doesn’t happen. Long delays, administrative inaction, and the choice to simply ignore the concerns of pilots and aviation consumers are equally disturbing. There is a notion among regulators that change means risk. Yet, the world around us is changing rapidly, and increasingly it is the resistance to change
that brings real risks. When new technologies can make flying safer, why are regulators often so reluctant to accept the evidence and support their use? At AOPA we have a team of government affairs experts who stay in close contact with regulatory agencies that affect our flying. These experts actively participate in dozens of working groups, councils, and committees, where they advocate for the needs of general aviation on issues like unleaded fuel, protecting ELTs, reform of aircraft certification rules, and the third class medical waiver. We’ll keep working to ensure that the regulators understand and account for the needs of GA pilots and owners, and you can count on us to keep you informed about the actions of the “administrative branch” of government.
LIFE LINE SCREENING, AOPA PARTNER TO HELP PILOTS KEEP MEDICALS By AOPA Communications Staff ife Line Screening, the leading provider of community-based preventive health screenings in the United States, has increased its support of AOPA and the association’s efforts to help pilots retain their medical certificates. As an AOPA Supporting Sponsor, Life Line Screening will continue to offer AOPA members discounts on selected health screening services. But through an enhanced relationship, Life Line Screening also will sponsor the medical section of AOPA.org and provide periodic health advice through AOPA’s Pilot Protection Services monthly e-newsletter. “This sponsorship demonstrates an even stronger commitment to AOPA members and their health, increasing the odds that our members will be able to fly
L
for as long as they like,” said Ed Thompson, AOPA vice president of corporate partnerships. “Life Line Screening Chief Medical Officer Dr. Andrew Manganaro is a pilot and AOPA member who brings additional value and a unique perspective to the relationship with AOPA.” Life Line Screening has provided more than eight million health screenings nationwide since 1993, with the goal of making preventive health care affordable and available everywhere. Screenings are performed with advanced ultrasound equipment by highly trained healthcare professionals, and results are reviewed by boardcertified physicians. Currently working with more than 160 hospitals in 48 states, Life Line Screening’s services include detection of heart disease, diabetes, osteoporosis, and liver and kidney conditions.
“Pilots understand the need for regular preventive maintenance, whether it be on their planes or their bodies,” said Manganaro, MD, FACS, FACC. “Early identification of problems can avoid serious health issues later, including issues that could ground a pilot. We are pleased to be working with AOPA in this robust manner.” AOPA has a long commitment to pilot health and medical certification assistance. AOPA Pilot Protection Services offers members the opportunity to review their medical records before they are sent to the FAA, thus assuring that the information being submitted in support of a medical certificate is complete and favorable. The program also provides health advice and tips for pilots from medical experts such as Dr. Jonathan Sackier, author of the “Fly
Well” column in AOPA Pilot magazine, and Dr. Warren Silberman, former FAA Manager of Aerospace Medical Certification. AOPA’s medical certification specialists answer questions about medical issues daily by phone and email at AOPA’s headquarters. The AOPA Corporate Partnership program includes three tiers of support: Strategic Partners, Premier Partners, and Supporting Sponsors. Life Line Screening becomes the second Supporting Sponsor in AOPA’s Corporate Partnership Program, along with DTC DUAT. AOPA s four Strategic Partners include Enterprise Holdings (Alamo Rent A Car, Enterprise Rent-A-Car, and National Car Rental), Aircraft Spruce & Specialty Co., Aero-Space Reports, and Bank of America.
SAVE THE DATE: US SPORT AVIATION EXPO 2014 SET FOR JAN. 16-19 Energy will be high on the Sebring Regional Airport in Sebring, Fla., when the 10th annual U.S. Sport Aviation Expo takes center stage on January 16-19, 2014. With more than 160 spaces available for indoor and outdoor exhibitors, the Expo will again be the place for sport aviation enthusiasts to see, try, fly, and buy anything related to sport aviation. Returning to its original format as an exhibition-only event, the aircraft, avionics, aviation equipment, and flying activities of Expo exhibitors will be the
stars of the show. In 2014, indoor exhibits will again be housed in two large tents positioned in the center of the event’s pedestrian traffic pattern and adjacent to the Food Court area. Expo Director Jana Filip said, “We’re excited to begin preparations in earnest for our 10th annual event. We’ve finalized the event layout with just a few minor changes, and we look forward to working with our exhibitors to confirm their spaces. And we hope to welcome new exhibitors as well.”
Filip also confirmed that the Expo will again offer extra benefits to exhibitors who enter into partner or sponsorship agreements with the Expo. Flight Design USA is the event’s premiere sponsor, with Bristell Aircraft and Aviation Access Project also signing on as returning sponsors. Other partner and sponsor opportunities remain. Exhibitor application forms, a sample contract, booth pricing, and all the information exhibitors need to book their space at the Expo is available online at
www.sport-aviation-expo.com/exhibitors. Set up day will be Wednesday, Jan. 15, with an Exhibitor Appreciation Gathering to be held that evening. The Expo will also offer a variety of educational forums and workshops, and the Seaplane Pilot’s Association will again host a seaplane base on nearby Lake Jackson. If you fly for fun, the Sebring Expo is the place to be Jan. 16-19, 2014. To learn more about the event, visit www.sport-aviation-expo.com.
July 2013
www.inflightusa.com
9
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An Easier Way to Finance Your Flying Most of us have faced the JOHSSLUNL VM VI[HPUPUN Ã&#x201E;UHUJPUN at one time or another. For items that millions of people purchase, like cars or homes, thereâ&#x20AC;&#x2122;s a fairly clear path to follow when youâ&#x20AC;&#x2122;re looking for the right loan. With literally hundreds of banks and lending agencies in the marketplace, there are plenty of options when it comes to funding your dreams. But if your dreams are a little more unusual, like buying an airplane VY PUZ[HSSPUN H UL^ H]PVUPJZ Z\P[L Ã&#x201E;UKPUN [OL YPNO[ Ã&#x201E;UHUJPUN JHU IL T\JO OHYKLY 4HU` SLUKLYZ OH]L SP[[SL VY UV L_WLYPLUJL ^P[O H]PH[PVU W\YJOHZLZ HUK NVVK VW[PVUZ JHU IL ML^ HUK MHY IL[^LLU 0[»Z UV ^VUKLY (67( TLTILYZ [VSK \Z [OL` ^LYL MY\Z[YH[LK I` [Y`PUN [V Ã&#x201E;UK SLUKLYZ ^OV ^V\SK ^VYR ^P[O [OLT [V Ã&#x201E;UHUJL H]PH[PVU W\YJOHZLZ :V ^L SPZ[LULK [V [OLPY JVUJLYUZ HUK SVVRLK MVY ^H`Z [V THRL [OL ZLHYJO LHZPLY ;OL YLZ\S[ PZ [OL UL^ (67( (]PH[PVU -PUHUJL *VTWHU` ((- ((- ^PSS HJ[ HZ H IYVRLY ^VYRPUN ^P[O H JVSSLJ[PVU VM IHURZ [V Ã&#x201E;UK TVYL Ã&#x2026;L_PISL Ã&#x201E;UHUJPUN VW[PVUZ MVY H ]HYPL[` VM H]PH[PVU W\YJOHZLZ (S[OV\NO (67( OHZ OLSWLK TLTILYZ ^P[O H]PH[PVU Ã&#x201E;UHUJPUN MVY [^V KLJHKLZ [OPZ PZ [OL Ã&#x201E;YZ[ [PTL ^L»]L ILLU HISL [V VMMLY VW[PVUZ MYVT T\S[PWSL SLUKLYZ 6\Y [LHT ^PSS ^HSR `V\ [OYV\NO [OL SLUKPUN WYVJLZZ [V THRL [OL [YHUZHJ[PVU LHZPLY HUK ^L»SS OLSW `V\ V^U `V\Y KYLHTZ ZVVULY I` VI[HPUPUN [PTLS` KLJPZPVUZ MYVT LZ[HISPZOLK SLUKPUN WHY[ULYZ )` ^VYRPUN ^P[O T\S[PWSL SLUKLYZ ((- JHU LUZ\YL [OH[ `V\ YLJLP]L IV[O L_JLSSLU[ ZLY]PJL HUK JVTWL[P[P]L [LYTZ ;OL`»SS HSZV OLSW `V\ NL[ SVHUZ MVY HPYJYHM[ [OH[ JHU IL TVYL KPMÃ&#x201E;J\S[ [V Ã&#x201E;UHUJL PUJS\KPUN L_WLYPTLU[HS RP[ HUK LHYS` TVKLS HPYWSHULZ (UK [OL`»SS OLSW `V\ Ã&#x201E;UK Ã&#x201E;UHUJPUN MVY \WNYHKLZ [V [OL HPYJYHM[ `V\ HSYLHK` V^U ([ (67( ^L RUV^ OV^ T\JO [OL MYLLKVT [V Ã&#x2026;` TLHUZ [V V\Y TLTILYZ >L HSZV RUV^ OV^ PTWVY[HU[ [OL YPNO[ HPYJYHM[ HUK H]PVUPJZ HYL ^OL[OLY `V\»YL SVVRPUN MVY `V\Y Ã&#x201E;YZ[ HPYWSHUL ^HU[ [V TV]L \W VY ^HU[ [V IYHUJO V\[ PU[V KPMMLYLU[ RPUKZ VM Ã&#x2026;`PUN ;OYV\NO ((- ^L»YL WYV\K [V VMMLY UL^ ^H`Z [V OLSW `V\ NL[ [OL YPNO[ [VVSZ MVY [OL ^H` `V\ ^HU[ [V Ã&#x2026;` =PZP[ \Z H[ www.aopa.org [V SLHYU TVYL HIV\[ OV^ ^L JHU OLSW `V\ Ã&#x201E;UK [OL YPNO[ Ã&#x201E;UHUJPUN WHJRHNL [V M\LS `V\Y H]PH[PVU KYLHTZ
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Celebrating Twenty-Nine Years of In Flight USA
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July 2013
NO GOOD OPTIONS IN FAA ATC DEMANDS AirVenture’s Importance to GA Overriding Factor Facing a spectrum of unpalatable options, EAA on June 13 finalized a onetime agreement with the FAA to cover nearly $450,000 in expenses related to air traffic control services at the 2013 EAA AirVenture Oshkosh fly-in, which begins on July 29. “Let me be clear: We have consistently regarded the FAA's move as holding AirVenture and GA hostage this year,” said EAA Chairman Jack Pelton. “There was considerable, detailed thought given over the past month to every option and possible scenario. Ultimately, AirVenture's importance to the entire general aviation economy and community, as well as to EAA's yearround programs, was the overriding factor in our response. AirVenture will go on, and our attendees deserve nothing less than the best air safety and services we can provide. “As far as we're concerned, this isn't over. We entered this agreement only because there was no other realistic choice to preserve aviation's largest annual gathering. We also look forward to FAA's leadership coming to Oshkosh this year to personally explain their policy to the nation's aviators.” Along with the completed agreement, EAA included a letter stating that it signed the contract under protest. Failure to sign with the FAA would have meant cancelling AirVenture, which would have been catastrophic for EAA's yearround programs. The agreement allows for a partial payment of the $447,000 total bill prior to the event, with the remaining sum to be paid after the FAA has completed its AirVenture duties at Oshkosh.
The FAA's demand for payment in relation to air traffic services, first unexpectedly revealed by the agency in midMay, left EAA, exhibitors and others in a position where millions of dollars had already been committed to AirVenture 2013. In addition, refusal of FAA services or not meeting the agency's standards would have caused the FAA to void the necessary waivers that are essential for Oshkosh air operations during the event. The one-time agreement will allow AirVenture to have a full complement of 87 FAA air traffic controllers and supervisors at the event for essential air safety services. Federal budget sequestration, however, will diminish the FAA's presence at Oshkosh this year in areas such as forums and exhibits. Pelton added that EAA members and other aviation enthusiasts need to be involved to counter FAA's stated policy of expanding these financial demands on the nation's aviation events in future years. EAA maintains that this equates to the imposition of GA user fees without Congressional approval, and 28 U.S. Senators have already signed a bipartisan letter calling the FAA move unacceptable and demanding immediate reversal. “Our quarrel is not with the hardworking FAA employees who do their jobs at Oshkosh,” he said. “We understand that AirVenture and other GA events are pawns in the larger sequestration political standoff, so it's important that we stand together and let those in Congress and the White House know the importance of aviation. We will do that in Oshkosh and we look forward to having those who love the freedom of flight stand with us.”
SIGNATURE FLIGHT SUPPORT PROVIDING SERVICES FOR EAA'S B-17 TOUR As EAA’s B-17 Aluminum Overcast continues its tour around the United States, Signature Flight Support is making the experience even more affordable and available by offering fuel discounts, crew accommodations, and parking fees for the airplane for a number of the B17’s stops. The national tour honors World War II veterans and makes more than 50 stops
nationally each year. Signature Flight Support is providing its services for the B-17’s stops in Denver, three Florida locations, and Green Bay. “As we take Aluminum Overcast to many airports across the country each year, Signature’s services to EAA and our B-17 are especially welcomed and appreciated,” said Sean Elliott, EAA’s vice Continued on Page 19
July 2013
www.inflightusa.com
11
MAGNETIC COMPASS REQUIREMENT DROPPED FROM PRIVATE PILOT TASK By Dan Namowitz (AOPA) he FAA has reworded a navigation task in the Private Pilot Practical Test Standards (PTS) for Airplanes (FAA-S-8081-14B) to allow applicants to train and take their flight tests in aircraft equipped with magnetic direction sensing systems other than a magnetic compass. The action, explained in a note added May 30 to the current version of the PTS, will spare some flight-training operators thousands of dollars in added costs to install compasses in training aircraft. The problem arose after an element of the pilotage and dead reckoning task was changed in the current version of the PTS – without explanation – specifying that a magnetic compass be used to demonstrate turns to a heading. AOPA pointed out to the agency that the specific mention of the magnetic compass reduced the utility of certain training aircraft and limited student pilots’ options at flight schools providing private pilot training in aircraft equipped with new, technically advanced, magnetic direction
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sensing systems, said David Oord, AOPA manager of regulatory affairs. One such aircraft is the Cessna 162 Skycatcher. “The Skycatcher uses a Garmin G300 system that provides all flight and engine instrument information via an Air Data Attitude and Heading Reference System (ADAHRS) unit,” Oord said. “Magnetic compass data is derived from a magnetometer, located in the tail, to detect magnetic heading, a system far superior to a magnetic compass.” The FAA agreed and responded quickly. In a revision note dated May 30 that now appears in the PTS, the agency reworded Objective 5 in Section 1, Area of Operation VII, Task A, Pilotage and Dead Reckoning (ASEL and ASES) “to refer to ‘magnetic direction indicator’ instead of ‘magnetic compass.’” The task now requires that an applicant “demonstrates use of magnetic direction indicator in navigation, to include turns to new headings.” Removal of the magnetic compass requirement should spare training aircraft operators an estimated $1,000-per-aircraft
compass installation expense to make their aircraft eligible for use in private pilot training and check rides, Oord said. Mandating use of the compass also conflicted with FAR 91.205, which requires a magnetic direction indicator for day flight under visual flight rules.
Instructors and their students should make sure that they are using the current version of Private Pilot Practical Test Standards for Airplanes, FAA-S-808114B, dated November 2011, effective June 1, 2012, with changes 1 through 5 listed in the record of changes. 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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1981 1 Cessnaa
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Celebrating Twenty-Nine Years of In Flight USA
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SKIP STEWART TO RECEIVE 2013 BILL BARBER AWARD FOR SHOWMANSHIP
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Above: Stewart cuts the ribbon in Prometheus. (Jim Froneberger) Right: Skip Stewart (Eric Coeckelberghs) World Airshow News has announced that Skip Stewart is the 2013 recipient of the Bill Barber Award for Showmanship. Skip joins a growing list of honorees that reads like an airshow hall of fame. Stewart is known worldwide for his innovative high-energy airshow performances in his highly modified Pitts biplane. He is a master at grabbing the audience’s attention with his spine-tingling tumbles, ribbon cuts, and knife-edge passes. Skip has also been an innovator with multidimensional theme acts like Tinstix and flying under a jumping motorcycle. Stewart has been infatuated with airplanes as long as he can remember, and built remote-controlled models as a kid. But it was the flying of the great Leo Loudenslager, another Barber Award winner, which inspired him to set his goals high and eventually pursue airshow flying. He learned to fly while in college and almost immediately began to learn aerobatics. His aviation career began with a variety of jobs with commuter airlines and corporate flight departments, and eventually he saved up enough to buy his first aerobatic airplane, a Pitts S2A. As many do, Stewart started out in competition aerobatics before moving into airshows. After taking an airline job with a major overnight freight carrier, he was able to sell the S2A and buy a stock Pitts S2S. Through the years and numerous modifications, the S2S has morphed into Prometheus, his 400-horspowermuscle biplane.
Today, in addition to an extensive schedule of North American airshows, Stewart is one of a handful of performers who flies worldwide, with shows in the United Arab Emirates, Australia, the Caribbean, and Latin America to his credit. He now has two Prometheus biplanes to help facilitate his wide-ranging schedule and has a new, customdesigned, all-composite biplane under construction. The Bill Barber Award for Showmanship began in 1986, and is awarded to airshow performers or teams that have demonstrated great skill and showmanship. World Airshow News (www.airshowmag.com) and the friends and family of the late Bill Barber present the award annually. Tentative plans call for the award to be presented during EAA AirVenture 2013 at EAA’s Theater in the Woods. Past Bill Barber Award winners include: 2012 Matt Younkin, 2011 Rich and Dee Gibson, 2010 Steve Oliver and Suzanne Asbury-Oliver, 2009 Michael Goulian, 2008 Bud Granley, 2007 Dacy Family Airshow Team, 2006 Danny Continued on Page 14
July 2013
www.inflightusa.com
13
MILITARY AVIATION MUSEUM By A. Kevin Grantham and Stan Piet irginia Beach, Va. is well known as one of the best places on the East coast to visit and enjoy the surf and sand of the Atlantic Ocean. It is also the home of Gerald “Jerry” Yagen’s Military Air Museum, which is quickly becoming a major attraction for the resort town. The museum was established in 2005 and is located on the privately owned Virginia Beach Airport in Pungo, Va. It is only about a 15-minute drive from the shore to the museum. The first hint that something special is ahead is when the red and white water tower appears on the horizon. The museum’s 1930s era hangars come into site a few yards farther down Princess Anne Road, and as you turn into the entrance you are instantly greeted by some wonderful dinosaur sculptures. This is not exactly something one would expect to see in a somewhat rural area of Virginia, or for that matter at an air museum. But seeing these colorful static creatures brought back fond memories of the roadside attractions that littered the United States during the postWorld War II pre-interstate era. No doubt Yagen had that in mind when designing his Jurassic Park gallery. The art-deco dual main hangar, which stands adjacent to a natural grass runway, is the home for many of the World War II aircraft that Yagen has acquired and restored since the 1990s. His extensive collection includes a Bell P-63, Boeing B-17 and P-26, Consolidated PBY-5A, Curtiss P-40E, Goodyear FG-1D, Grumman FM-2 and TBM, Hawker Fury and Hurricane, North American B-25J and P-51D, MIG3, Polikarpov I-15, I-16 and I-153, Supermarine Spitfire, and Yak-3. The museum’s aircraft also share space with many vintage land vehicles including a rare three-wheel bubble car designed by Willy Messerschmitt. In addition to this central building are three additional structures on the back side of the airport. The first is the World War I hangar that is similar in design to the French barns that were used to shelter aircraft during the First World War. Inside, the smell of fresh cut lumber extenuates the vibrantly decorated British, French, and German fighter aeroplanes that adorn the facility. This gallery correspondingly has one of the largest groupings of Fokker DR.1 Triplane replicas in the world. Next up is the museum’s local maintenance building, which is an extension of Yagen’s foremost Fighter Factory facility located at the Suffolk Executive Airport, Suffolk, Va. Last in line is the authentic German Luftwaffe hangar
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2007 MOONEY ACCLAIM sn: 0039, 229 TT A & E. One N. Nevada owner since new! Garmin G1000 w/GMA1347 Audio Panel, GTX-33 TXP w/TIS, GFC700 AP/FD, GDL-69 Weather Data Link & XM Radio. S-Brakes, Stby Alt & AI, OXY & more. High useful load: 982 lbs. Shows like new in & out! Fresh April 2013 Annual. Compressions: 72+/80. No Damage History! Priced to sell.............................$399,500
The de Havilland Dragon Rapide. One of the museum’s crown jewels. This particular airplane was originally built in 1944 and is restored to resemble the aircraft that was ordered by the Prince of Whales in 1935. (A. Kevin Grantham)
1979 Piper Turbo Arrow IV N21PM, 4703TT, 838 SFRM, 484 SPOH. Garmin GNS-530, SANDEL 3308 EHSI, WX10 Stormscope, KRA-10 R-ALT, Garmin GTX.330TXP w/TIS, JPI EDM 700, Intercooler, Merlyn Auto Wastegate, Century III B A/P w/Coupler, Oxygen Sys, 2nd Glideslope, E-Trim, Stby Vac System, 4 place I/C Sys. Recent custom paint. Fresh May 2013 Annual. Complete Logs & NDH! Ready for immediate inspection & Delivery .....$87,500
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Call 800-770-5908 • 775-885-6800 Two of the Fokker DR.1 fighters that adorned the museum’s wooden World War I facility. (A. Kevin Grantham)
www.sterling-air.com 2640 College Parkway • Carson City, Nevada 89706 Bill Drake • Steve Lewis
German paratroopers practicing their jump techniques. (A. Kevin Grantham) that Yagen bought and relocated from Cottbus Army Airfield in Cottbus, Germany. He restored and rebuilt this rare facility taking great care to preserve the battle damage it incurred on May 29, 1944 from an Eighth Air Force attack. Visitors can clearly see the bullet indentations in the building’s frame. During its reassembly, the Museum staff discovered an inscription scratch on one of the beams. In Polish it reads “Anusia Waclaw Worked Here, 10.14.1944,” leading one to believe that forced labor was used to repair the hangar after the 1944 attack. There are additional plans to build yet another building on the field in the near future. In May of this year bricks from an original English Control Tower were delivered to the museum. Included with this lot of bricks were the tower’s original Loos. Wow! Yagen’s keen sense of history and his attention to historical detail is secContinued on Page 14
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Military Aviation Museum Continued from Page 13 ond to none – can’t wait to see how this turns out! The Museum also puts on a World War I and a World War II airshow each year in addition to the many events it also sponsors. The World War II event is called Warbirds Over The Beach, and this year’s spectacle was held over the weekend of May 17, 2013. There was worldwide interest in the event as Yagen was scheduled to debut the only flying de Havilland DH-98 Mosquito on the planet. The Museum’s Mosquito (serial number KA114) was originally manufactured in Canada in 1945 and later sold surplus to a farmer in 1948. In 1978 the deteriorating remains were claimed by a Canadian Museum who in turn sold the aircraft to Yagen in 2004. It was then shipped to AVspecs in New Zealand for restoration where it was painstakingly remanufactured throughout the next eight years. The forms needed for the fuselage, tail and wings had to be hand crafted, and one look at this aircraft clearly shows the love, dedication, and expert workmanship that went into this rebuild. It is without hesitation one of the finest warbirds in existence today. As one spectator put it, “better than factory.” Another attraction at the airshow was the aforementioned Luftwaffe Hangar along with it’s supporting aircraft and authentic contents. The layout of the structure featured bunks for the pilots along with a mess hall, communication center, and, of course, a couple of fine looking aircraft. Two of particular interests are the museum’s FW-190A and Dmodel Focke Wulf, most commonly referred to as “Dora.” Both are airworthy reproductions. Filling out the German contingency is Yagen’s jet powered Me 262. The aircraft is not certified to land on grass, so it is kept at the Suffolk Airport, but made daily circuits above the airshow spectators. All of these things are great, but the real icing on the cake are the wonderful volunteers and re-enactors that come to Warbirds Over the Beach to help Jerry Yagen perpetuate the history behind the machines that are on display.
Mosquito cockpit view. (A. Kevin Grantham)
A German re-enactor deck out in authentic flight gear posing in front of the museum's Focke Wulf 190 “Dora.” (A. Kevin Grantham) Early Friday morning your authors witnessed German paratroopers preparing for their next jump from a Junkers JU52 transport aircraft. This sensational reenactment was as close you can get to World War II without being there. Our visit to the museum and airshow was a treat beyond treats. We understand that Jerry Yagen has future plans to add a Japanese Kawasaki KI.61 Hein (Tony) to his stable of warbirds and many other projects are in the works as well. So, if you are in the Virginia Beach area, make a point come and visit the Military Aviation Museum. You will not regret it. As for your authors – we plan to cover the World War I show in the Fall. Stay tuned!
Skip Stewart Continued from Page 12 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 and Teresa Stokes, 1996 Wayne Handley, 1995 Bob Hoover, 1994 Bob and Annette Hosking, 1993 Red Baron Stearman
Squadron, 1992 Sean D. Tucker, 1991 Julie Clark, 1990 Leo Loudenslager, 1989 Jimmy Franklin, 1988 No Award, 1987 The French Connection, 1986 Eagles Aerobatic Flight Team. For more information on The Bill Barber Award for Showmanship, contact Sandy Parnau, Publisher, World Airshow News at sandyparnau@gmail.com or 262/642-2450.
July 2013
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REMEMBERING WING WALKER JANE WICKER AND HER PILOT CHARLIE SCHWENKER
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Wing walker Jane Wicker and her pilot Charlie Schwenker died in a tragic accident Saturday, June 22 at the Dayton, Ohio, Airshow. Walker, 44, will be remembered for her popular act. Her pilot, Schwenker, 64, was considered a top-of-the-line professional. Wicker patterned her performance after the wing walking acts done during the Golden Age of Aviation. Her performances always began with spectators watching her climb aboard her impressive 450 HP Stearman. She would proceed to amaze the crowd by climbing and walking, untethered, to several different locations on the aircraft, including on top and beneath the wings. One of her signature moves included hanging on as the airplane rolled inverted leaving her sitting upright on the bottom of the airplane. After her performances and back on the ground, Wicker would always taxi up on the airplane and greet the crowd. Her claim to fame was to present wing walking as it was truly done back in the 20s and 30s by the early barnstormers. Wicker loved to interact with the public, especially the kids. Her performance and crowd interaction was typically the highlight of every airshow.
Wing Walker/Pilot & Business Owner/Operator Wicker began her flying career after a scenic ride from a friend in 1988. After just one flight lesson she knew that the sky was where she belonged. Once bitten by the aviation bug, she was unstoppable, paying for every bit of flight time personally. After receiving her pilot’s certificate in 1989 she continued on and obtained her instrument rating, commercial certificate, multiengine instrument and multi-engine commercial ratings all while working full time. In 1989 she was given an aerobatic ride at the Flying Circus as a birthday present. Bitten by another bug, she set off with a new set of new goals. After that one Stearman flight, she knew she had to learn aerobatics and that she was destined to fly airshows. In 1990 the Flying Circus Airshow, in Bealeton, Va., placed an advertisement for a wing walking position in the Washington Post Classifieds. She answered that ad thinking that wing walking would be an exciting way to enter the airshow business, not to mention a lot of
fun. Her first time airborne on the wing also happened to be her first show. She fell in love with it and was the primary attraction at the Flying Circus for 12 years. With her former husband Kirk Wicker (whom she met at the wing walking auditions) they created “Beauty and the Beast Wing Walking.” Jane walked the wings and ran the business while Kirk flew the plane. They performed all over North America. In 2002, she took a break from wing walking when the marriage dissolved. But, Jane just couldn’t stay away. The fire was too strong and the passion would not leave her heart. So, in the winter of 2009-2010 she purchased Aurora and brought her act back to the airshow circuit. Once back in the skies, she had said, “I’m back home.” Wicker was not only a wing walker, but also a true aerobatic pilot in her own right. She not only walked the wings of the Stearman but flew it as well. In addition to running the business and performing at airshows, Wicker worked as a budget analyst at the FAA full-time, was a freelance writer and had returned to college to finish her degree in finance. She was also a singer and had sung the National Anthem at airshows. Wicker wanted her audience and fans, especially the children, to know, whether your goals are big or small there is nothing you can’t do. The sky’s the limit!
Charlie Schwenker, Pilot Schwenker started flying sailplanes in 1975 and went on to earn a FAI Gold badge with one “Diamond” for a flight of more than 300 kilometers (nearly 200 miles) and has climbed to 18,000 feet MSL, all without a motor. He instructed in sailplanes for several years and had almost the same number of hours flown in sailplanes as power planes. He started flying competition aerobatics in 1990. Competition results included winning the Canadian National Aerobatic Championship and regional International Aerobatic Club contests up and down the East coast. Schwenker’s passion was aerobatics and he could usually be found flying a Pitts S-1T or an Extra 300. Most recently, he enjoyed flying aerobatics with Wicker in her beautiful Stearman 450. When not busy flying an airshow elsewhere, Schwenker would spend his summer Sundays at the Flying Circus in Bealeton, Va.
July 2013
Contrails
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by Steve Weaver
FLYING ODD f you enjoy interacting with people who are just a tick off of the homogenous type our cookie-cutter world seems to turn out, you’ll find that aviation is the mother lode of really interesting characters. Our industry seems to attract the person who is off a half beat or so, in marching to the drum that society thumps for all of us. Through the years I’ve met many of these flying mavericks, and while my experience with them wasn’t always a wonderful thing at the time, it was never boring and I look back with a certain fondness to almost all of them. One that comes readily to mind is Dwight. Dwight D. was an unforgettable and unwashed escapee from a John Steinbeck novel and one of the first local pilots I met when I came to the almost deserted little airport in Buckhannon in 1968. Buckhannon became home for my flying school by default in a way, when I was declared persona non grata at the Clarksburg Airport, where I had been instructing flying students. This banishment came about when the owner of the airport’s existing flight school, who conveniently was also the airport manager, one morning took off his flight school hat, put on his airport manager hat and wrote me a letter on official airport letterhead asking me to cease and desist my instructing activities. Looking back, my ejection from the big airport was a Godsend since it caused me to find Lewis Field. This little airport proved to be the perfect place at the perfect time for what I wanted to do, which was to build a flight school. It had been a Civilian Pilot Training base during the war and it boasted a 60- x 60-foot hangar in good condition and also a second small shop hangar. The runway was 1,600 feet of well-established sod and it sat in a broad valley just west of the town, surrounded by farmland. After the war, a successful flight school operated there and trained dozens of GI Bill students. The late 40s found it a very busy place, with scores of pilots flying from there and many aircraft calling the field home base. Airshows and hangar dances occurred regularly and the airport came to contain a life and a spirit of its own that can only occur where people who genuinely love airplanes and flying come together. When the post war aviation bubble burst and the GI Bill ended, student flying almost stopped and aviation sputtered
I
at airports all over America. Sadly, Lewis Field was no exception. When I arrived in the winter of 1968 the FBO had been shuttered for a dozen years and a cold and lonely February wind blew through a hangar holding three airplanes. Just a Cessna 182 that I knew was owned by the town’s colorful Dodge dealer, a Super Cub owned by the Civil Air Patrol and a beautiful Luscombe owned by Dwight D., whom we were soon to know, squatted in the dim confines of the hangar. I made arrangements with the farmer who owned the airport to rent hangar space for my airplane and office space for me. With the help of friends, we began working on the office and throwing out the detritus of many years. Nothing is surer to accumulate junk than a dry and empty place where you can “temporally” store things that you haven’t gotten around to throwing away yet. The airport office had apparently been ideal for such use because there was tons of the stuff. It was a lean-to connected to the hangar and, before being abandoned, it had once been a fine facility. Over a period of several weeks we installed windows, got the bathrooms
working, installed a new ceiling and a heating stove and got ready to open the school. One day, about the time we opened the doors of our new flight school, Dwight drove into our lives, nosing into our parking lot in the 1937 Plymouth Coupe that he had purchased new and that, he would tell me later, he equipped with every option he would ever want, including a radio, heater and dual horns. Dwight was a bachelor of the hardcore and unrepentant variety and at the time of this story was probably in his mid 60s. But the solitary life had stamped his appearance with another ten or 15 years, and without a doubt he could have passed for late 70s. He had retired from running a successful auto glass shop and he lived alone in a nearby town, still in the same twostory house that he grew up in and which his parents had left him. I am certain those good people would have rolled over in their graves could they have seen the house now, since it was stacked from floor to ceiling with things Dwight was saving. He was a hoarder, and only a narrow path was available to get from room
to room. No doubt Dwight washed his face and hands, but I’m much less sure he ever took a bath. In fact I’m pretty sure that if he did it was of the seasonal variety, but one of the things that made me doubt even this was his annual “Airing of the Pits.” This ritual occurred each spring when the weather had warmed and he had made his seasonal change to a short sleeve shirt with rather loose fitting sleeves. He would carefully pick a day with a good breeze blowing, then align himself properly with the prevailing wind, and holding his arms straight out from his sides, let the wind blow up his shirt sleeve. He would turn from time to time to give each side an equal flushing, and stand smiling, arms outstretched like a welcoming statue, doing a strange little back and forth rotation of his hands as the breeze blew away the darkness of the winter past. Dwight was working on replacing a cylinder on the engine of the Luscombe Continued on Page 18
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Contrails Continued from Page 17 when I first met him. He would arrive with his tool kit, a stool and a drop light and work calmly in the dark confines of the hangar, his ever present plug of chewing tobacco in his jaw. It seemed to take an age before the new cylinder was in place and the airplane was ready to fly and by the time he had it all screwed back together it was spring. Dwight approached me one day and asked if I would give him some dual instruction in the Champ. Apparently the
Luscombe had been grounded for some time and he felt his flying skills needed to be tuned up a bit before flying his airplane. I agreed to fly with him. With Dwight installed in the front seat of the Champ, I showed him where all the controls were and climbed in the back. Someone twisted our prop and we began to taxi down the long grassy taxiway to the runway. I had always required my students to taxi the tail draggers “no faster than you can walk” to preclude taxi accidents, but
July 2013
Dwight had the throttle well up and we were proceeding faster than a good man could run. I pulled the throttle back and asked him not to taxi so fast. A second time the throttle went forward and our speed increased, so I repeated reducing the throttle and asking for a slow taxi. Once more the throttle went forward; Dwight then turned his head and addressed me. “**** you, I’ll taxi as fast as I want to.” Somehow, this not only didn’t offend me, it hit me as one of the funniest things
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that had happened to me as an instructor, and from that moment on I considered that this flight was not about teaching and that my only function today was just to make sure my airplane didn’t crash. I needn’t have worried about this, for once off the ground Dwight flew with a smoothly coordinated touch. Needless to say, his pattern around the airstrip bore no resemblance to the one that we taught, but he got us out to the practice area, through some stalls and back on the ground in fine form. I told him that as far as I could see he should be good to go in the Luscombe and that same day he wheeled it out of the hangar and started flying it. That summer Dwight and the Silver Luscombe became regulars in the sky around Lewis Field. On pretty days he’d arrive in the Plymouth and pull the airplane out of the hangar and spend the day tinkering on the airplane and making several local flights. He also made several crosscountry flights, some of them overnight and one of them as far as Detroit he said. Esso road maps were his navigational aids, for Dwight’s travel in the airplane was the same as it was in his Plymouth. He followed the roads, and this seemed to work well enough, for he always made it back. So far as I knew Dwight had only a Student License and since I had not endorsed him for solo and certainly not for cross-country, he was flying under the FAA radar. One Saturday in September Dwight returned from a local flight and taxied up to the hangar even a little faster than his usual clip. When he alighted from the airplane I was horrified to see he was covered in what I at first thought was blood, and his face was ashen. As I got closer to him I saw that whatever was covering his face and clothes appeared too dark and too brown to be blood, and I asked him what had happened. With a shaking voice Dwight told me he had hit a wire. He was flying low near his home and hit a major power line which, as it turned out, put the entire town in the dark and the authorities on his tail. The wire had connected with the airplane just under the propeller, missing the turning blades completely and the jolt of the collision had jerked the nose of the airplane down before the wire broke, and Dwight’s head had crashed into the skylight, breaking the Plexiglas and giving him a nasty bump on the head. Even worse, his spittoon, which he kept in the place of the right passenger seat, had sprayed violently over the inside of the airplane. Photographed in black and white it would have looked like the battle station of a WWII aircraft that had been Continued on Page 19
July 2013
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Cover Story: The Collings Foundation’s Nine-O-Nine Continued from Page 4 restorations and won several awards. In August 1987, while performing at an airshow in western Pennsylvania, Nine-O-Nine was caught by a severe crosswind moments after touchdown. The right wing lifted in the air, finally coming down too far down the runway. Despite the efforts of her crew, she rolled off the end of the runway, crashed through a chain link fence, sheared off a power pole and roared down a 100-foot ravine to a thundering stop. The landing gear sheared off, the chin turret was smashed and pushed into the nose; the Plexiglas nose was shattered; bomb bay doors, fuselage, fuselage, ball turret, wing and nacelles all took a tremendous beating. Engines and propellers were also torn form their mounts. Fortunately, there were no fatalities to the crew or riders although there were injuries. For a second time, this B-17 “rose from the ashes.” With nacelles from the famed B-17 Shoo Shoo Shoo Baby, thou-
Aluminum Overcast Continued from Page 10 president of advocacy and safety, who oversees the B-17 tour operations. “We want to make this piece of flying heritage available to as many people as possible throughout the nation, and this support by Signature makes that more possible.” The tour includes flight experiences, ground tours, and a new interpretive display that explains what the aircraft’s mission was during the war. For a complete tour schedule as well as more information on the B-17 and Aluminum Overcast, visit www.B17.org.
Contrails Continued from Page 18 hit by flack. Other than a small dent in the nose bowl and the broken skylight, the Luscombe appeared to have come through the ordeal unscathed. Dwight, not so much, since the blue tinted Plexiglas from the skylight was found ‘at the scene’ and was traced to our airport. I don’t know what the FAA did to Dwight, since he had no license for them to take, but I do know the power company came after him with a vengeance. It apparently didn’t take all his money though, for several years later when he died and his house was sold, the buyer found $30,000 in cash hidden in the wall while remodeling.
sands of volunteer hours, support from the folks of Beaver Falls, Penn., and donations from individuals and corporations, she was made whole again to carry on the proud and rugged heritage of the B-17. Since the crash at Beaver Falls, the B-17 has succeeded in visiting over 1200 tour stops. This means that millions, who would otherwise never seen the Flying
Fortress, have been able to experience first hand the plane that helped change the history of the world 50 years ago. The Collings Foundation B-17 was named Nine-O-Nine in honor of a 91st Bomb Group, 323rd Squadron plane of the same name which completed 140 missions without an abort or loss of a crewman. Tax deductible contributions to help
pay off the annual operating costs of $2,000 per hour can be sent to the Collings Foundation at P.O. Box 248, Stow, MA. 10775. For more information on the Collings Foundation and their aircraft, visit www.collingsfoundation.org.
m
Celebrating Twenty-Nine Years of In Flight USA
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July 2013
OPERATION MIGRATION NEEDS AIRCRAFT SUPPORT
By Jim Moore (AOPA)
n FAA-mandated aircraft upgrade promises to be pricey, taxing the resources of a decade-old organization dedicated to restoration of the endangered whooping crane. Operation Migration was founded in 2001 to lead captive-bred birds on annual journeys from Wisconsin to Florida, working with a coalition of government and nonprofit groups seeking to restore a species that was driven to the brink of extinction by the 1940s. Co-founder Joseph Duff leads a small and dedicated cadre of aviators who pilot weight-shift-control aircraft in formation with the birds, teaching them ancestral routes between seasonal nesting grounds. Great care is taken to avoid exposing the birds to human contact: Pilots wear costumes and use puppets to interact with the birds, and the journey is both time-consuming and rewarding, Duff said. All was going well until a complaint prompted an FAA investigation that grounded the operation in 2012, thanks to pilot and aircraft certification issues. The FAA granted a temporary exemption (though not in time to complete the 2012
A
(Photo courtesy of AOPA) journey, which ended in Alabama rather than Florida) giving Duff and his organization two years to obtain special light sport aircraft (SLSA) to replace the experimental models used for years, and secure private pilot certificates for all three participating pilots. The nonprofit has turned to crowdsourcing to raise $84,700 to cover the cost of replacing the
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tiny squadron, and $32,420 had been raised by June 24, with 32 days to go. Duff said the new aircraft will be customized by North Wing, producer of various ultralight models, to meet the particular demands of the FAA and the mission. While a whooping crane can cruise at 38 mph, leading them often requires the aircraft to slow to 33 mph to allow the birds to catch up, just above the 32 mph stall speed. “That’s something you can’t do with a stick-and-rudder aircraft,” Duff said. The control bar allows pilots to precisely control the wing shape, and the airflow separation boundary. “You can actually do that one-handed while you’re turned around watching the birds,” Duff said, noting that the pilot can feel passing air with exquisite sensitivity. “In fact, when the birds get ahead of us and they’re flapping their wings ahead of us, you can feel that pulse in the wing.” While the FAA relented on requiring commercial pilot certificates for these aviators, who devote much of the year to the
mission, there will be work ahead customizing a North Wing SLSA model with a smaller engine and other modifications. Duff said North Wing, in addition to offering a discount, has also agreed to handle the paperwork and certification process. The whooping cranes are born to a captive flock housed at the Patuxent Wildlife Research Center in Maryland, where the training begins with puppets and the aircraft, giving the birds a chance to acclimate to their “leader.” The class of 2013 will soon be ready to fly to Wisconsin, where the birds will spend the summer before launching the 1,200-mile journey to the winter grounds in Florida. “If we’re lucky, we finish by December,” Duff said. Though he is always on the lookout for pilots willing to participate, it is a tall order. A full season of training is required to develop the skills for both handling the aircraft and working with the birds, who must sometimes be coaxed along the way. Pilots must be adept at precise control of speed and climb rate, and weight-shift-control aircraft are very different from conventional airplanes: Everything is backward. To climb, a pilot must push the control bar forward, for example, and the reverse is also true. Add to that the months away from home required by the job, and it becomes one with relatively narrow appeal. The fruits of the labor so far have been impressive: More than 100 birds are now flying the Eastern migration route (another population commutes between Texas and Canada), though more breeding pairs are needed before the Eastern population can sustain itself. For more information visit www.operationmigration.org. To make a donation toward the new SLSAs visit www.indiegogo.com/projects/hope-forthe-whooping-crane-takes-flight?c=home
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By A. Kevin Grantham and Stan Piet veryone in their life has, at one time or another, wished they could go back in time and witness some historical event. Technology has come a long way, but as far as your authors can tell, no one has come up with a reliable time machine. But if you are interested in World War II history, there is a place located near Reading, Penn. that annually transforms itself into a magical world of 1940s culture. The event, held by the Mid-Atlantic Air Museum (MAAM), is better known by the thousands of people who attend it each year as World War II Weekend. The following this event has cultivated over its 23-year span is one of the things that make World War II Weekend so special. The show opened on Friday June 7, 2013. Tropical storm Andrea was skirting the area and one may have thought that the wind, coupled with the buckets of rain, would have deterred many from attending. That was not the case. The gates did not open unto 8:30 a.m. but the line to get in started forming some two hours earlier. "We are very blessed to have such a following," said Museum President Russ Strine. "This show is our single largest funding source, so we are very thankful for all the people who support this event." Fortunately the bad weather cleared over the weekend, and many people showed up in 1940s era clothing, all wanting to be part of the gathering. Attendance records were not available at time of this article but most agreed that the show drew a record crowd. One of the other things that make this event so unique is the hundreds of volunteers and re-enactors that come to the show at their own expense to support the cause. A quick survey across the air field showed military tents and encampment sites with hundreds of men and women authentically dressed up as soldiers, sailors, and airmen, and if you looked close enough, there were also some good looking pin-up types in the mix as well. The show director made good use of these generous volunteers by staging realistic battle recreations to educate the public of what it must have been liked to be part of the Second World War. This educational process was further augmented by the lectures that are given by real war veterans. Each year the MAAM hosts many veterans who are willing to share their unique experiences. Our country is
E
The photograph depicting the flag raising at Iwo Jima was the most iconic image to emerge from World War II. Here the Marines from the Living History Detachment, Paris Island expertly recreate that heroic event. (A. Kevin Grantham)
The only flying Boeing B-29 Superfortress in the world stunned the audience with high speed passes across the field. (A. Kevin Grantham) quickly losing its historical memory in regards to World War II as our Greatest Generation passes on to a better world. The lines to meet and talk with these honored guests were long, but your authors were fortunate enough to speak with Russell Gackenbach. During the war Mr. Gackenbach was assigned to the US Army Air Forces 509th Composite Group. He was the navigator of Necessary Evil, the B-29 camera plane that photographed the atomic bomb explosion at Hiroshima on Aug. 6, 1945. In talking with Mr. Gackenbach, we learned that he was also the n avigator on a B-29 named UP anâ&#x20AC;&#x2122; Atom. â&#x20AC;&#x153;Our B-29, UP anâ&#x20AC;&#x2122; Atom, was originally decorated with a nude pin-up,â&#x20AC;? said Gackenbach. â&#x20AC;&#x153;We were later told that we were not allowed to have a depiction of a naked lady on our airplane. So we covered her sensitive parts with a see though nightgown and that seemed to satisfy the senContinued on Page 36
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Celebrating Twenty-Nine Years of In Flight USA
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July 2013
AS NELLIS AFB GROUNDS AIRCRAFT, TRAINING GOES VIRTUAL
An F-16 Fighting Falcon assigned to the 64th Aggressor Squadron takes off from Nellis Air Force Base, Nev., to participate in a Joint Forcible Entry exercise over the Nevada Test and Training Range May 31, 2013. Under the Air Combat Command stand down that took effect June 1, the aggressors will be grounded through the end of the fiscal year. (U.S. Air Force photo/Senior Airman Daniel Hughes)
By Staff Sgt. Gregory Brook 99th Air Base Wing Public Affairs he skies over southern Nevada are quieter than they have been in quite some time due to the June 1 Air Combat Command directed stand down of flying operations. Despite the stand down, the 64th Aggressor Squadron remains committed to accomplishing their mission, said Lt. Col. Michael Shepherd, the 64th AGRS academic assistant director of operations. "Our motto is 'know, teach and replicate,'" Shepherd said. "As Aggressors, we are subject matter experts in a field of adversary tactics or systems anywhere from airplanes to missiles to actual tactics to electronic attacks." The 64th AGRS is assigned to the 57th Adversary Tactics Group at Nellis Air Force Base, Nev. Their primary mission is to provide support to the U.S. Air Force Weapons School, Red Flag exercises, the various test and evaluation squadrons and to provide training to units in the Combat Air Force on adversary tactics. The 64th AGRS plans to focus on learning as much as possible about adversary tactics and providing training to the rest of the CAF due to the reduction in flight hours. "We will continue to seek out the most current intelligence and update our briefs so we can disseminate that information to the CAF as much as we can," Shepherd said. "By no stretch of the imagination are we just shutting down our squadron." There are plans in place for the 64th
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AGRS to work together as a team with other Nellis AFB units to gain valuable insight and experience, Shepherd said. The U.S. Air Force Weapons School's 16th Weapons Squadron, which teaches the F-16 Fighting Falcon weapons course, will work together with the 64th AGRS. There is an academic agenda in place for the summer, Shepherd said. The 16th WPS will refresh the 64th AGRS on the tactics currently employed by the CAF and the 64th AGRS will reciprocate by teaching the 16th WPS the Aggressors' academics. Every week a member of the 64th AGRS will certify as a subject matter expert in one of their assigned adversary equipment and tactics categories. "We have a robust schedule throughout the summer. We will still be busy; it will just be a different kind of busy than we have become used to," Shepherd said. The pilots of the 64th AGRS will also try to stay current in their flight ratings using flight simulators and limited flying in support of the 422nd Operational Test and Evaluation Squadron, said Shepherd. Many pilots will lose most of their currencies and will have to regain them in October. Simulators will be used to try and mitigate the lack of practice. The 64th AGRS pilots will concentrate on practicing emergency procedures in the simulators. "They cannot afford to lose proficiency in carrying out those procedures because they need to be able to fly and land safely," Shepherd said. Continued on Page 27
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Celebrating Twenty-Nine Years of In Flight USA
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Aviation Ancestry
July 2013
by Scott Schwartz
SWEPT-WING WONDER, PART II oving the engines to the top of the fuselage did little to resolve the drag problems, which in reality, were caused by the Model 432’s straight wings. The highspeed potential of the jet engines simply could not be realized with the use of straight wings.
M
Although the advantages of swept wings were known to many, these advantages were theoretical. Theoretical, that is, until George Schairer’s letter reached Boeing. Why do swept wings allow greater flight speeds? Because the air flowing over the top of a straight wing reaches
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supersonic speeds way before the rest of the aircraft; flying the aircraft faster will cause the air to separate from the top of the wing. This separation – which is known as “drag-rise”– destroys lift and eventually leads to a stall. On the other hand, the air flowing over a swept wing does so at a lower speed – therefore delaying drag-rise, and therefore providing lift at greater aircraft speeds. Within a week of the arrival of Schairer’s letter, Boeing engineers began experimenting with various sweep angles in the wind tunnel. Ultimately, it was determined that 35 degrees was the angle that would prevent drag-rise at the speeds generated by the Model 432’s engines. The reader should be aware that swept wings were not an entirely new concept at the time that Boeing was conducting its tests. Prior to World War One, a few aircraft designers utilized swept wings in order to resolve center-of-gravity problems. Curtiss-Wright even flew a swept-wing, piston-engine, experimental aircraft during World War Two. And, of course, Boeing was not the only company with access to the German data. Bell and North American both produced swept experimental aircraft (in Bell’s case, the aircraft was a swept-wing version of the P-63, which was known as the L-39. It was used to test the low-speed stall characteristics of high-speed, swept-wing aircraft, and it too, utilized a 35-degree sweep-angle), and the North American F86 flew more than two months before the XB-47 did. Using swept wings on an aircraft as large as the B-47, however, is what set it apart from the others. To be sure, the idea of using swept wings was not going to be an easy sell to the Air Force, nor to some at Boeing. Nonetheless, work on the aircraft was permitted to continue, and this resulted in a design known as “Model 448” that was shown to the Army Air Forces in September of 1945. With its thin, swept wings and empennage, the Model 448 was an ultra-modern design in 1945. With its two TG-180 jet engines buried in the top of the fuselage, it looked like a swept-wing version of the Model 432. Because Boeing wanted to increase its chances of winning the jetbomber competition, two more engines were added to the design. Mounted below the tail, at the rear of the fuselage, the additional engines were in response to the engineers figuring that two more engines would be needed for the bomber to meet range and speed requirements.
The Boeing XB-47; note the “bicycle” landing gear arrangement. How the aircraft wound up with this landing gear setup will be covered in the next Aviation Ancestry article in the August issue of In Flight USA. (Photo courtesy of the U.S. Air Force) Bombers occasionally get shot at, and their engines sometimes sustain battle damage. The Model 448’s engines were all located on or in the fuselage. Damage to the engines could have led to major damage to the fuselage. Consequently, the Air Force rejected the Model 448 and insisted that all four engines be moved to the “normal” position…under the aircraft’s wings. Naturally, Boeing engineers worried that the aerodynamic gains offered by the thin, swept wings would be negated by placing the six jet engines on the wings. Boeing solved this problem by encasing the engine’s in streamlined “pods,” which were hung from thin pylons under each wing. Placing the engine pods, low and forward of the wings resulted in the drag being reduced to where it was with the engines mounted on/in the fuselage. So, the new aircraft was to have six TG180 engines. The two additional engines were mounted under the wing-tips (one engine under each wing-tip), and the pods, containing two engines each, were mounted roughly a third of the wing span away from the fuselage. This latest incarnation of the XB-47 was referred to by Boeing as the “Model 450.” At this point, the XB-47 was starting to look like…a B-47. But there was still a major hurdle to be overcome. The Model 450’s wings were very thin, which was necessary in order to keep drag to a minimum. The problem was that this didn’t allow much room for the retracted landing gear, unless the wings were “bulged” in order to accommodate the retracted main gear (in a tricycle-gear arrangement). To be continued next month... Visit the author’s blog at www.elpasomountains.blogspot.com
July 2013
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OREGON PILOT FLIES HIS 5,000TH YOUNG EAGLE
EAA Chapter 495's Larry Durst flew his 5,000th Young Eagle, Cole Brecht, 12 (far right), on Friday, June 7. Also pictured are Young Eagles Jesse Brecht, 10, and Lily Creekmore, 11. (Photo courtesy of Joe Messinger, EAA Chapter 495) Larry Durst, EAA Lifetime 38651, of EAA Chapter 495 in Roseburg, Ore., achieved something last month that only one other pilot had done before: flying 5,000 kids in the EAA Young Eagles program. Larry, a semi-retired dentist, flew No. 5,000 during the first of several flights at the Roseburg Airport in his Cessna 182 on June 7. That day Larry flew a total of 34
kids. Previously the 5,000 club had only one member - EAA’s Pioneer Airport volunteer pilot Fred Stadler. Cole Brecht, 12, of nearby Looking Glass, Ore., was registered as No. 5,000. He told KPIC-TV, “It’s really great to fly. You just see everything up there.” Larry began flying Young Eagles in 1994, and originally set a goal of flying 500 kids by the centennial celebration of the Wright brothers’ first flight in 2003. He achieved that goal, but as his wife Maxine – who handles promotion and paperwork for her husband’s Young Eagles activities – stated, they expected the program would wind down beyond Dec. 17, 2003. Instead, Young Eagles has continued to thrive, with more than 700,000 since then (the current total exceeds 1.7 million). Maxine, who Larry described as “quite a recruiter,” is involved in several different local school reading activities. She began to help Larry fill the plane with eager youngsters when he was at 330 kids flown. “She took me from 330 to 5,000,” he said. Larry accomplished this milestone by
Nellis AFB Continued from Page 24 There are few flight currencies that can be updated in simulators. "While we can't officially update them, we can still use the simulators to stay proficient," Shepherd said. "In order to keep ourselves sharp and keep our mindset, we have adopted a kind of back to basics mentality," said Capt. Paul Anderson, the 64th Aggressor Squadron Bflight commander. "We just went over and did the first run in the simulators today to establish how we want to use them. It was really good; we got to see some of the challenges others are facing and learn how to better challenge our customers and improve their learning and training." The 64th AGRS pilots are flying against recent adversary tactics in simulators to gain a greater perspective of what CAF units' experience in simulators as well. "It validates our credibility as Aggressors," Shepherd said. "We have to stay as current in the tactics and knowledge of things as we possibly can and of executing our mission in new ways." "The ideal way to train is to combine academics with flying, but since we are not flying we are offering as much academics as we can," Anderson said. "You are able to talk about a threat and then go and see how it is actually employed. It drives home the point."
In addition to staying professionally proficient in their own fields and teaching others through traditional in-person briefings, the 64th AGRS will use innovation and technology to accomplish their mission. "The technology gives us a greater ability to get the information out there," Shepherd said. "We have something called Virtual Flag. It's like Red Flag, but in simulators. Everyone taps in, and we can be Aggressors in our simulators here. We can fly against the guys in (Royal Air Force) Lakenheath, England. I don't think simulator training will ever be able to fully encompass what you get in real life, but it is good training." The goal is to continue to give the CAF the training needed to go out and fly, fight and win without sacrificing safety or airmanship, according to 64th AGRS leadership. "One of my best directors of operations, when we were getting ready to deploy to Iraq, his mantra was embrace the pain," Shepherd said. "I think that's very relevant. It's hard when you deploy, and it's hard when you suddenly have all of your flying hours taken from you. Embrace it and make a positive out of it whatever way you can." "Know, teach and replicate," Anderson said. "We are still trying to carry out our mission."
flying kids twice a week, mostly during the spring and summer. He’s flown a total of 2,100 hours, the vast majority made up of 20-minute flights with kids on board. Larry earned his private ticket in 1964, and joined AOPA and later EAA when he got the idea to build his own airplane. While that never happened, he has been giving children in Douglas County the chance to fly since 1994. Larry and Maxine have been to AirVenture Oshkosh twice – in 2006 and 2007. During their first visit, Larry received the EAA Young Eagles Horizons Award, as well as a surprise from then-Chairman Harrison Ford, who
gave him special recognition for flying the 1.25 millionth Young Eagle. “This sure has been a whirlwind for me,” Larry said back then. “The Young Eagles program has become a real passion in my life. In what other program can you provide flying and work with children?” After reaching the 5,000 milestone, Larry said, “It’s always exciting for me. Most people don’t get a chance to go flying, particularly our young people. This is the thrill I get, I don’t care what the number is; it’s the experience the kids get.” Actually, Larry started flying young people before Young Eagles was created. Continued on Page 33
Celebrating Twenty-Nine Years of In Flight USA
28
July 2013
W h a t’ s U p ! ?
THE PERFECT “10” he only thing better than a 10 is an 11 when it’s a little young man around four-feet-nothing tall and carrying the usual ton of new pilot stuff over his shoulder. When I asked him whom he was caddying for, the joke went right over his very young head and he informed with great confidence that he was not a caddy, but a student pilot and whipped out his logbook and flashed his more than a dozen logged flight hours. I immediately fell to my knees and begged forgiveness and quickly congratulated him on being the youngest student pilot I have ever met during this current life of mine. We chatted about the wait to solo and he said it wouldn’t be a problem . . . he knew he’d be facing that issue and was fully prepared to do so. With that said Mr. Eleven Year Old, (Whose name I forgot to get) congratulations and many happy landings. Keep me posted when you get to the moon.
T
While We’re On The Subject of 10... It was about 10 years ago that I met a little airplane called a Thorp (Sky
Larry Shapiro
Larry Shapiro with Eric on moving day for the Sky Scooter. (Courtesy Larry Shapio) Scooter). It was very yellow, very neglected, but very cute. It greeted me every morning when I arrived at PAO, and I said good night to it as I departed the field every evening. I didn’t know then the amazing history and story behind it and wouldn’t for another five years. Fast-forward five years and as I arrived at the field one morning, low and behold there was some tall dude standing
next to the Little Sky Scooter and he was undressing it. That led to cranking it up and making it breath again. Being the shy and reserved gent that I am, I gently slid up to the tall suntanned dude playing with the little beauty and started with a few hundred questions. As we went through the usual social exercises of small talk I learned that this was the son of the owner. Not just the owner, but his Dad designed, and drew the plans, created the tools, and a long list of other amazing feats, not the least of which was that he built it in the family garage a few miles away from PAO. And as they say on late night TV, “But wait, there’s more!” It seemed that this little home built was the first one of its type certified by the FAA. That’s right! A home built certified by our friends at the FAA. As our first visit continued, my new friend, Eric, said he’d like to find a museum that would offer this little gem a new home. Well, I said pumping out my chest, I can handle that … I’m sure there will be many museums that would love to have the Thorp. This is where the word “wrong” comes into play. Five years later I was still asking every museum I talked with, visited, or flew over if they would like to have it…not one yes and always for the same reason: Gee Lar, we just don’t have the room. Well fellow aviation fans, a new museum is about to be born up in Chico, and when I made the offer to them I got a resounding, “Absolutely, we’d love to have it.” Keep that name in your address book if you’re thinking about donating an airplane to someone and especially anything from the WWII era. Contact me and I’ll get you in touch with these dedicated and amazing folks.
Well as usual, I digress, so now that I finally have a new home for the Sky Scooter I couldn’t find or remember the name of the son that offered it to me. After asking everyone with a pulse around my field, contact information was found and I was elated (but not for long). It seemed that the son was living in another country to be named at a later date and communication was in a close tie with the Pony Express. It took months before I hit pay dirt. I mean found the surviving kid, and even longer before his smiling face walked into my office. It was happiness at first sight and the plans were laid to transfer the Thorp to the new Chico museum. The day was picked for the event and, wouldn’t you know it, on that date I was back in the hospital being tortured – I mean receiving another treatment to extend the warranty on my life. After five years I wasn’t about to miss this event and when no one was was looking, I snuck out the sterile prison and zipped quickly back to PAO for the changing of the guard – from Eric/me to the museum. They arrived with their truck and trailer, plus a plethora of tools. But then something truly wonderful and amazing started to happen. The aviation community of airport bums and others started approaching this little jewel, and before long there were 20 or more spectators wrenching, lifting, pulling and pushing. Six hours later . . . well, you can see by the pictures, the Thorp had landed on the trailer with it’s wings in the truck, plus all the original drawings, paper work, airworthiness certificate and engine logs. Heck, we had the original prop box. Words aren’t going to be enough – or at least my skill at writing them – to tell the whole story. It was one of the happiest days I have ever spent on an airfield and one I will never forget. I’ll keep you posted on the date we celebrate the opening of the new Chico Museum and I’ll personally introduce you to the beautiful little Sky Scooter. To my new friend and colleague Eric, your dad would be very proud of you. As proud as I am to be your new friend. Continued on Page 32
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Flying With Faber
A VISIT
TO
PUERTO RICO
hat I love about Puerto Rico is that it offers the best of many worlds. The island is historically rich and has its own definitive culture, yet there is just the right amount of American influence to make the new traveler feel very comfortable and secure. The destination even has American zip codes and telephone area codes. Activities can range from visits to old fortresses, a rainforest, an historic colonial town, to hanging out at some of the best beaches in the world – and enjoying extensive nightlife activities.
Rican economy was transformed into manufacturing and tourism. Today, Puerto Rico is a leading tourist destination and manufacturing center; the island produces hightech equipment and many top-selling American pharmaceuticals. Puerto Ricans received U.S. citizenship in 1917 and Puerto Rico officially became a U.S. Commonwealth in 1952. The issue of political status is one under constant debate, with some in favor of statehood, others independence, and still others the continuation of commonwealth status.
W
Quick Geography Puerto Rico, southeast of Florida and just east of the Dominican Republic in the Greater Antilles region of the North Atlantic and the Caribbean Sea, is an archipelago of about six islands. Although we think of Puerto Rico as a Caribbean destination, technically it rests in the Atlantic Ocean. The Puerto Rico Trench, the deepest trench in the Atlantic, is about 71 miles north of Puerto Rico at the boundary between the Caribbean and the North American plates. The main island, about 110 miles long and 46 miles wide, is quite mountainous and endowed with many forests, lakes and rivers. A tropical country, Puerto Rico has an average temperature of 82 degrees F. Local species include about 239 plants, 16 birds and 38 reptiles or amphibians.
San Juan Ocean View.
(Cheryl Wilson)
A Church in Old Town San Juan. (Cheryl Wilson)
Short History of Puerto Rico Historians have told us little about Puerto Rico, perhaps because little was known about this collection of islands until Columbus landed there in 1493. Soon thereafter, the region became an important Spanish trading and military post. Puerto Ricans began to produce cattle, sugar cane, coffee and tobacco, which led to the importation of slaves from Africa. As a result, Puerto Rican bloodlines and culture evolved through a mixing of the Spanish, African, and indigenous Taíno and Carib Indian races that shared the island. Today, many Puerto Rican towns retain their Taíno names, such as Utuado, Mayagüez and Caguas. Through the years the French, Dutch, and English took their turns in securing ownership of the island. But the Spanish constructed many forts and ramparts to ward off their attackers. Perhaps the Spanish were building these forts so that 21st Century tourists could enjoy the remnants. Many forts are still found on the island. Puerto Rico continued as a province of Spain until the SpanishAmerican war, when U.S. forces invaded the island. Under the Treaty of Paris of 1898, Spain ceded Puerto Rico (along with Cuba, the Philippines and Guam) to the U.S. Under U.S. control, Puerto Rico’s economy continued to rely on its sugar crop, but by the middle of the 20th century, an ambitious industrialization effort, called Operation Bootstrap, was underway. Cheap labor and liberal tax laws attracted American companies, and soon the Puerto
Stuart J. Faber and Aunt Bea
Hotels A variety of hotels, from modest to luxurious are located throughout the main island. I checked out many of them. My three favorites were all operated by Hilton Worldwide.
The pool bar at the Conrad San Juan Condado Plaza Hotel. (Courtesy of Hilton Worldwide)
Conrad San Juan Condado Plaza Hotel 999 Ashford Avenue, San Juan, 787/721-1000 This sleekly designed resort overlooks the Atlantic Ocean and the Condado Lagoon. Ideally located on the posh Condado Strip, the hotel is just minutes from the city’s best shopping, culture and center of Old San Juan. It’s also just 15 minutes from the airport, five minutes from the Convention Center and 45 minutes from El Yunque Rain Forest. Most of the 571 luxury rooms and suites feature private balconies with breathtaking views of the Atlantic Ocean, Condado Lagoon or city. Amenities include high-speed Internet access, ergonomic chairs and oversized workstations, premium cable television, plasma flat-screen televisions, electronic safes, complimentary in-room coffee/tea, hair dryers, refrigerators, and irons and ironing boards. A private beach and protected swimming area with a water sports complex features windsurfers, aqua cycles, kayaks, an artificial reef and snorkeling gear. Throughout the grounds are three outdoor swimming pools – one with salt water and two with fresh water. These include an activity pool with swim-up bar, a lap pool overlooking the Condado Lagoon, and a shallow area with a waterslide for children. There is a whirlpool spa, a massage area
A gleaming red guestroom at the Conrad San Juan Condado Plaza Hotel. (Courtesy of Hilton Worldwide) and look-out point, and hammocks for oceanfront relaxation. Two clay tennis courts, a fullyequipped fitness center with a sauna and massage services and activity room for children are among the diversions. The 24hour fitness center includes state-of-the-art treadmills, elliptical trainers, stationary bicycles, free weights, sauna, steam and wet area. Kayak tours depart from the Lagoon pool area. A 12,500 square-foot casino is one of Puerto Rico’s largest. For meetings, weddings, reunions, the hotel offers 40,000 square feet of function space including plush boardrooms, 18 individual conference rooms and a fabulous waterfront ballroom. Guests have a choice of six restaurants, which feature everything from classic Puerto Rico cuisine to an Asian restaurant. A state-of-the-art business center with 24-hour access, and conference rooms, Mac and PC computers as Continued on Page 30
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Flying With Faber Continued from Page 29 well as self-business services are available. Caribe Hilton Hotel 1 San Geronimo Street San Juan 00901, 877/GO-HILTON At the end of WWII, Puerto Rico began to emerge as a tourist destination. The Caribe Hotel was constructed in the late 1940s and later was acquired by Hilton Worldwide. The hotel, which has recently been fully restored and renovated, retains the character of historic San Juan with the subtle addition of every modern amenity of today’s most contemporary hotels. Set on an exclusive lushly landscaped 17-acre peninsula with 65,000 square feet of flexible function space and 910 guest rooms and suites, the resort exudes an atmosphere of energy. Despite its size, one can feel privacy and just the right amount of isolation in any corner of the resort in which he or she decides to retreat. I never had the feeling that I was in a large hotel. Each of the rooms and suites, plus the luxury villas, offers panoramic views of the Atlantic Ocean, Condado Lagoon
The beachfront cabana at the Caribe Hilton. (Courtesy Hilton Worldwide) or tropical gardens. There are 646 rooms in the main building and 264 in the adjacent villas – I suggest the main building. All guest lodging and accommodations are tastefully furnished and offer a full array of in-room amenities, including coffee makers, in room refrigerators, two-line telephones with data port connectivity and voice mail, oversized desks, cable color TV, hair dryers, irons and ironing boards, electronic safety deposit boxes and more. The hotel has an expansive private beach and a variety of pools. Other recreational activities include bicycle rental,
1974 CESSNA A185F SKYWAGON
N4663C – 2045 TT, 565 SMOH, Fresh Annual with Sale, 300hp, high-70 compressions, Fluidyne 4000 retractable skis & tail ski, dual nav/coms, 1463 lbs. useful load, hangared in Midwest since new. Same owner last 25+ yrs! $131,500 - Make Offer!
mini-golf, a bird sanctuary, a playground for kids, scuba diving, snorkeling, tennis courts and a video arcade. The 12,000-square-feet Olas Spa offers a full menu of services, from traditional massages and facials to the most unique body and water therapies. Healing hands combined with natural and tropical ingredients result in full array of truly renewing and revitalizing treatments where honey, cucumber, sea salts, seaweed or mud are used to revitalize and relax. Other services include manicures and pedicures, a full-service hair salon, and many day spa packages. For dining, guests may select breakfast while enjoying ocean views or a swim-up snack bar for starters. Other options include hearty steaks to fresh sushi. My favorite was Il Giardina La Trattoria, a fine Italian restaurant with homemade pasta selections and wine from around the world. I had the good fortune of working with Mario Ferro, one of the most talented and cuisine-passionate chefs I’ve ever met. Born in Columbia and trained around the world, Mario combines influences of many lands to his Puerto Rican cuisine. Before dinner, he stopped at the
$479,000
El San Juan Resort & Casino 6063 Isla Verde Avenue Carolina 00979, 787/791-1000 Proudly perched on one of Puerto Rico’s most picturesque beaches, the 386-room El San Juan Resort & Casino is a lively hotel with three sophisticated bars and an alluring pool and beachside experience called Encanto Beach Club. The hotel features impressive amenities including an extensive selection of dining and entertainment venues, a 16,500square-foot casino and 35,000 square feet of versatile meeting and event space. Continued on Page 31
2001 CESSNA T206H
1981 CESSNA 414A RAM VII
N351HC – 5652 TT, 130 SMOH (Ram 08/12), 776 SPOH, 12/2012 annual, spoilers, winglets, FIKI, GMX200 w/TAS & XM, 530W, 135 current, Cessna Service Center-maintained.
seashore and purchased a boatload of spiny lobster just as the fishermen were bringing in the catch. He grilled the critters over very hot coals adding just a touch of garlic and olive oil. As the sun set, we sat along picnic tables on the sand. Mario served mile-high platters of lobster, crab, scallops and huge shrimp. He also grilled whole pork tenderloins seasoned with garlic, olive oil, cumin and rosemary. Mario is one of those great chefs with the uncanny ability to extract abundant flavors with very little pomp.
N3531H – 1130 TT, 265 SPOH, 04/2013 annual, Garmin G500 with synthetic vision, Garmin GTS800 traffic, XM Weather, JPI EDM830, and numerous other upgrades, one owner, Midwest-based. The very best T206H currently on the market! $289,000
1979 CESSNA 421C GOLDEN EAGLE
1979 CESSNA 310R
N88646 – 4120 TT, 305/590 SMOH, 590/90 SPOH, RAM conversion, Garmin 430W (WAAS), 800 IFCS with FD & YD, Garmin 696, Bendix RDR 160 color radar, BFG Skywatch/stormscope (Sky 497), 2295 lbs useful load. $349,000
N2638Y – 9415 TT, 1100 SMOH, 1100 SPOH, rare 203gal fuel, Garmin 430W, HSI, color radar, factory-certified for known ice, hangared in Midwest.
1968 CESSNA 182L SKYLANE
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N42120 - 5960 TT, 1535 SMOH, December 2012 annual, privately owned, hangared, dual nav/coms, JPI, Horton STOL, engine heater, beautiful paint & interior!
N303G – 2900 TT, 700 SMOH, 150 SPOH, fresh annual with sale, full gyro panels front & back, Garmin GTX320A transponder, PS Engineering PM501 intercom, dual coms, refurbished seats (2006).
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N680PS - Only 50 hours SNEW! Single owner, always hangared, Garmin SL40 com, Garmin Aera 510 GPS May 2013 Annual, dual PTT, dual brakes, PM1000 intercom, Continental O-200, 100 hp. Eligible LSA! $99,500
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Flying With Faber Continued from Page 30
El San Juan Resort (Courtesy Hilton Worldwide) Located along a two-mile beach in San Juan’s fashionable Isla Verde district, the hotel is at the center of the city’s vibrant nightlife and cultural attractions. Once on the property, you would never suspect that you are just five minutes from the airport. The 386 guestrooms, including 22 suites offer high-speed Wi-Fi Internet access, flat screen TV, iHome Stations, cordless phones including dual-lines and voicemail, ironing sets, fully-stocked mini bar, and an electronic in-room safe. Dining options include Yamago, a great Asian restaurant and sushi bar, La Piccola Fontana, a Northern Italian Restaurant, Brother Jummy’s BBQ, a steakhouse and several boutique eateries. My favorite was Koco, an exotic restaurant serving a fusion of modern Caribbean cuisine with Latin overtones. The meal, one of the best I’ve had this year, was enhanced with a local band playing Caribbean-modern jazz. The group was absolutely sensational. The ultimate poolside playground, Encanto Beach Club, offers guests a recreational atmosphere never before seen in Puerto Rico with an open air lounge of 24 canopied, double-sided daybeds along the shoreline, three private tiki-hut cabanas, 25 versatile, retro-circular lounging pods, hammocks, swings, a swim-up bar, and outside showers. Overstuffed chaise lounges and cocoon chairs bring relief and comfort to the indulgent poolside environment. Spacious sundecks, a grotto waterfall, two pools, a swim-up bar and three whirlpools round out the fun spots. Isla Verde Beach also provides jet skiing, parasailing and a variety of water sports. Located on the hotel’s tenth floor, the
Terraza Restaurant at the El San Juan Resort. (Courtesy Hilton Worldwide)
Edouard de Paris Day Spa is a peaceful rooftop oasis offering five serene and luxurious treatment rooms where guests enjoy invigorating massages, facials, and therapeutic body treatments. A rooftop Fitness Center complements the spa. San Juan’s most glamorous casino offers blackjack, roulette, craps, state-ofthe-art coinless Las Vegas style slot machines, and large-screen televisions. The 35,000 square feet of versatile event space includes 14 meeting rooms, the three-part International Ballroom and unique outdoor event areas. Several executive boardrooms are ideal for smaller receptions and business meetings, while the Banyan Tree, Panorama and Encanto Beach provide spectacular outdoor settings.
Getting There There are a variety of nonstop flights from several mainland gateways. Or, you can fly there in your own airplane. If the price of fuel was less than the current Caribbean costs of more than $7 a gallon, it might be fun to island-hop to San Juan, Puerto Rico. The distance from Miami to KSJU is around 907 NM. On a good day with a powerful tail wind, my T-210 could theoretically make the trip nonstop. But I would not take the chance – I might also theoretically find myself in deep trouble – and in deep water. I would probably make the initial short leg to Nassau International Airport (KNAS) in the Bahamas just to get used to flying over water. Runway 14/32 is 11,353 in length. There is an ILS approach, but I certainly would be reluctant to fly the route in actual IFR conditions. I am an admitted coward and I have more than 60 years of safe flying to prove it. To make a long story short, if you overfly the Bahamas, the distance from Miami to Providenciales International (PLS) in the Turks & Caicos is 501 NM and from Miami to STI in the Dominican Republic is 618 NM. From STI to KSJU is 267 NM, so I might select one or more of the islands along the way for rest and fuel stops. By the way, if I ever turn this dream into a real flight, I’ll make sure that a wind out of the east does not blow me too close to Cuba. I understand that they can get quite nasty toward aircraft that drift into their airspace. Luis Munoz Marin International Airport, (KSJU) is the primary international airport in Puerto Rico. Be prepared to pay around $8 for fuel at MN Aviation. Runway 8/26 is 9,700 feet long. Runway 10/28 is 8,000 feet long. The field is nine feet above sea level. I hope someday to take this voyage in my airplane and visit some of the other islands in the archipelago.
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Celebrating Twenty-NineYears of In Flight USA
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July 2013
What’s Up
Continued from Page 28
I’m Just Saying... Up-date...
Love Story # Two (Handshakes Are “Still” Alive & Well) PS...
enjoyed the experience because of the sentence above, but then, look who just said that. Let me say once again that cancer is not a sentence it’s a word.
For those of you that remember or even care, I survived my cancer surgery last month. Suffice it to say I am now radioactive and I glow in the dark, which if I had my ticket, would be very helpful for night flying. This is probably a good time to tell those of you facing that decision as an avenue for treatment that it’s a walk in the park if you have the right attitude and a sense of humor. I actually
Last issue I shared with you my excitement about extending my record of successful handshake deals. I also mentioned that most of them were really far out of my zip code. Well, I’m happy to report I’ve added another handshake deal that was made in my own back yard. Ain’t life grand?
And Now A Few Delicious Words I’ve said many times that good food served badly is a lousy meal. I’ve also said that bad food served well usually ends up to be a great meal. Please don’t argue with me about this, it’s my column
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Many hands contributed to a safe journey for the little Sky Scooter. (Larry Shapiro) so I can say what ever I want and by the time you finish reading this you might give me a “Push” on this one. So, while sitting outside on the patio at one very popular northern California airport restaurant, with a name that matched the Runway Numbers along with two friends enjoying the sun, great weather, and getting ready to order some spectacular fish and chips, I noticed our server was thumbing through a copy of In Flight USA. Seeing that, I said to her, “take your time,” we’re in no hurry and with that she put her IF USA down and slid over to our table to get our order. After some idle chit chat and mild flirting she took our order. I did my best to confuse her, and off she went towards the kitchen. I did my absolute best to make her crazy but I failed. As we munched through our F&Cs I again noticed that she was engrossed in whatever article she was reading and then finally put it down. As she refilled our ice teas she starred at me and said, “You look a lot like that guy in the article I was just reading.” Of course being overly humble and my deep seeded humility bulging at the seams, I thanked her but told her some cockamamie story why that couldn’t be me. The meal was concluded, the food and service were superb, and three aging pilots slowly lifted their stuck butts off their seats and headed to transit parking. As we crossed the manicured lawns towards the “very secured gates,” we heard our server yelling at us as she came running across the fore mentioned manicured lawn. The first comment I made to my friends was, “did we pay our check?” Hang in here with me, this is where it gets really good and time for the tissues. She was waiving her copy of In Flight and yelling; “it is you,” and for what shocked us for a minute was that she was crying and started hugging me. This is not usually the effect I have on my readers, and especially when they’re so young and attractive. When I was able to calm her down, and help wipe away her tears, I naturally Continued on Page 33
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What’s Up Continued from Page 32 asked, “Hey darl’in, why the tears?” In her sobbing response she said, “this is you and I just read about your cancer.” That was followed with, “I don’t want you to have cancer and I want you to come back here, and now I’m really upset.” We eventually established that her wish was my wish, I didn’t want cancer either, and I too wanted to come back. So my friends, we now have experienced a great meal, great service, great caring, and I hope a great story. Okay, I’ll admit the tears were contagious and I was seen to be wiping a few off my face as well. As the three of us headed for our airplanes it seemed to have gotten very quiet for a few minutes. Need I say more?
On Final July, July, July – what a great month.
BBQs and lots of great food, great weather, time to reflect on our great country, remembering to wish one of my favorite daughters a happy birthday, and another excuse to proudly wear and show off our stars and stripes. I was getting ready to trek off to Texas to surprise my second oldest on her birthday when she called to tell me she was coming here to surprise me. I guess great minds think alike. As I always do, I wish you a happy and safe 4th . . . and remind you that fireworks are to be viewed looking up, not down. Forget about flying above them for a better view, at best you’ll just shoot yourself down. As always, thanks to our troops in uniform for making it possible for us to do all the fun things we do at this time of the year . . . why not invite a few over to your place to share the fun. Until next time . . . That’s Thirty! “Over”
Oregon Pilot Continued from Page 27 In 1991 he began flying German exchange students through the local high school’s German-American Partnership Program (GAPP). “Each year I would fly the students to Crater Lake, our famous national park,” Larry explained. “Each flight would be an hour and five minutes. Depending on the number of students, usually around 20 stu-
dents, I would do 6 to 8 flights.” That program continued through 2002. His current airplane is a 1965 Cessna 182 that was completely refurbished about four years ago. That replaced a 1956 model 182 he owned earlier. According to his logbooks, he flew approximately 3,200 kids in the old plane and 1,800 in the new one.
GAMA APPLAUDS CONFIRMATION OF ANTHONY FOXX The following statement was released on June 27 by General Aviation Manufacturers Association (GAMA) President and CEO Pete Bunce on the U.S. Senate’s confirmation of Anthony Foxx to be Secretary of the Department of Transportation: “GAMA congratulates Anthony Foxx on his confirmation by the U.S. Senate as Secretary of the Department of Transportation. As the former Mayor of
Charlotte, North Carolina, Mr. Foxx saw firsthand the importance of general aviation to the city’s economy. Now, as he leads the U.S. transportation system, we hope Mr. Foxx will adopt policies that encourage the success and growth of general aviation nationwide, allowing the industry to add to its $150 billion annual economic impact and 1.2 million jobs. We look forward to working with him in his new role.”
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July 2013
2013 DOOLITTLE RAIDERS LAST REUNION By Herb Foreman ecently, many aircraft publications have contained articles regarding the 71st, and final, Doolittle Reunion held in Ft. Walton Beach, Fla., April 16-20, 2013. Ft. Walton is where the original group came to practice short-field take offs flying from Eglin Air Force Base. The actual Rain, composed of 80 men in 10 B-25s, took place on April 18, 1942, eight days before my 16th birthday. I remember it well! My older brother had volunteered for the U.S. Navy the day after the Pearl Harbor attack by the Japanese.
R
I think nearly all of my generation thought it would be a short war. The quality of Japanese imports to the U.S. was very poor. In 5- and 10-cent stores, one could find little dolls and umbrellas made of bamboo and balsa wood that would fall apart after purchase. We laughed at them and considered their war products, guns, ammunition and aircraft to be equally as poor. Most of our young men rushed to volunteer for what they thought would be a short victory. It didn’t turn out that way. Those in the Japanese forces were tough, well-trained individuals willing to die for their country. They soon captured or controlled vast areas of the South Pacific.
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Frank Kappeler in 2006 in front of B-25 Sunday Punch at age 93. We saw the Islands of Guam, Midway, Singapore and New Guinea fall into their hands. Most of Malaysia fell too. The Philippines became a Japanese outpost. The Islands of Tarawa, Morotai, Guadalcanal, and more, came under Japanese domination. It appeared that Hawaii would soon be theirs. The entire West Coast of the United States was blacked out at night for fear of an attack. The American forces needed a victory – a morale booster! This is why the Doolittle Raid was such a huge event. It caused the Japanese to keep a much larger force on the home islands, also, instead of seeking additional territory. I was impatient to join one of the services and soon after my 18th birthday, I was taking Infantry Training at Camp Roberts near Paso Robles, Calif. After 18 weeks of training, I climbed aboard a troop ship in San Francisco bound for Manila, in the Philippine Islands, to bring them back under American control. I was assigned to Company E of the 172nd Infantry Regiment of the 43rd Infantry Division. The 172nd was a Vermont National Guard Regiment with the motto “Put the Vermonters Ahead.” At the time, a full Company consisted of about 180 men. There were only 23 in Company E when I got there. Only one from Vermont was left. Many had died and many had left badly wounded in previous battles. Maybe that’s why I was thrilled to interview Frank Kappeler of the Raiders in the year 2007. Frank was one of eight still living, still handsome and trim at age 93. He was 96 when he left to join Doolittle in the big Airport in the Sky, the same age as Doolittle when he passed on. Frank was the navigator of the 11th B-25 that took off from the Carrier Continued on Page 37
(Herb Foreman)
Frank autographed this picture for aviation historian, Carol Osborne. (Courtesy of Kappeler Family)
The five man crew of Kapopeler’s B-25, named The Hari-Carrier. From left to right: Captain C. Ross Greening, pilot, Lt. Frank Kappeler, navigator, Lt. Kenneth Reddy, co-pilot, SSgt. W.L. Birch, boombardier, Sgt. Melvin Gardner, flight engineer/gunner. Target, Yokohama (Courtesy of Kappeler Family)
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In Washington, Key Allies Champion Business Aviation
serious policy debate has been underway in Washington this year regarding reduced government spending and increasing tax revenue to reduce the national deficit. Unfortunately, the White House has seemed to sidestep much of that discussion to focus on tax policy affecting one industry: business aviation. To take just one example, the president has asserted that the only reason American companies use business aircraft is because “it's extremely convenient and they can afford it.” Such a dismissive remark promotes a caricature of business aviation that is at odds with reality. The fact is, a majority of business aviation users - 85 percent - are small- or midsized companies using an airplane to help build their businesses. Very often, the airplanes are flying in and out of communities with little or no airline service. For these companies, trying to be efficient and productive enough to compete in an extraordinarily difficult economy, business aviation is not a “convenience” – it's a critical tool that allows them to reach more places in less time, quickly move people and parts, and work in an environment where employees can discuss proprietary information without fear of eavesdropping.
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That message is clear, and it should be unassailable. And, NBAA is far from the only organization to realize that; in fact, when the White House has taken rhetorical aim at business aviation, NBAA has been joined by a chorus of support from a variety of entities, including congressional lawmakers, labor organizations, economic development groups, and others. They have championed the value of our industry, and called upon the White House to stop targeting our extended general aviation community with “job-killing” tax proposals. That industry also has proud allies in the Congressional GA Caucuses, which have proven invaluable in informing debates about legislative proposals related to general aviation. They recognize that business aviation is essential to citizens, companies and communities across America, and that the mischaracterizations that have been prompted by the deficit debate in Washington have real potential to harm this great industry. As NBAA continues its work to highlight the industry’s importance with Washington policymakers, I know we can also count on In Flight USA readers to help us grow the number of voices promoting business aviation. Sincerely,
Ed Bolen President and CEO National Business Aviation Association
D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S.
In your hands, a light airplane achieves significant things. The National Business Aviation Association exists to serve leaders like you, who fly their own course, their own way. Membership in NBAA gives you relevant, cost-effective tools that can help make flying solo the path to even greater opportunities. Learn more at www.flyforbusiness.org.
IF YOU USE YOUR AIRPLANE FOR BUSINESS... Stop by NBAA’sTent #465 on the flight line at EAA’s AirVenture
Flying solo doesn’t mean you fly alone.
Celebrating Twenty-Nine Years of In Flight USA
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July 2013
World War II Weekend Continued from Page 22 sors until we returned to the States. We then had to cover her with a more opaque covering.” (For more on the MAAM’s very special guest we suggest you check out MAAM’s website: http://www. maam.org/maamwwii.html) Music and movies of the 1940s are perhaps the two things that help perpetuate the memories of the Second World War
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more than anything else and MAAM has that covered in spades with a vast array of family entertainment. The Base Club Theater showcases the talents of real actors that come to Reading to perform comedy skits and musical numbers. One of the crowd favorites is the Abbott and Costello Tribute Show performed Bill Riley and Joe Ziegler. Their rendition of the famous Baseball shtick, Who’s on
MAN HAS THE POWER
... The Liberty Air Museum’s beautiful North American Aviation B-25J Georgie’s Gal made an appearance at the show. This aircraft in its current livery is a relative newcomer to the airshow circuit. (A. Kevin Grantham)
“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”
After Three Years and a Major Overhaul,
Eddies New P51 “PRIMO BRANCO” Takes Flight
Eddie Andreini Airshows 650-726-2065
First, had the crowd laughing so hard, one could hardly think. Around the corner from the Base Club Theater is the homefront section of the event, which features a Gulf filling station complete with cars and authentic attendants, alongside an array of vintage Civil Air Patrol aircraft and vehicles. There is also a very interesting radio studio that actually broadcasts live plays, music, and even commercials. This dedicated bunch goes to great lengths to factually depict what it was like to sit by the radio and listen to Little Orphan Annie or how Bromo Seltzer is the ultimate choice for indigestion relief. Air Boss Greg Witmer expertly directed the flying part of the show, which began by featuring the airplanes that were used to train the fighter and bomber personnel in World War II. One of the surprises this year was an aerobatic performance given by Michael P. Kennedy in a Vultee BT-13 Valiant (aka, Vibrator). Yes you heard it right – a BT13 aerobatic demonstration the likes of which has not been seen since 1945! During the performance the public heard Lt.Col. Kennedy’s live cockpit narration as he attempted to teach his cadet how to fly each aerobatic maneuver. Then it is time for the student to take over. Suddenly, the engine sputters and the student and instructor are in fast trouble. But fear not – Kennedy gracefully manages to get the young pilot back on course and to a successful completion of his training. The show then transitioned to fighters and bombers who beat-up the field at various times of the day with strafing and ordnance delivery runs. During the Pacific demonstration, Marine re-enactors from the Parris Island Historical and Museum Society’s Living History Detachment thrilled the crowd with live flame-thrower demonstrations along with a moving reenacted of the famous flag raising on Iwo Jima – all of which was
Airshow performer Michael P. Kennedy posing in front of his beloved BT-13. Lt.Col. Kennedy puts on a one-of-a-kind aerobatic routine in his vintage basic trainer. (A. Kevin Grantham) narrated by Tech. Sgt. Ted Schwartz the voice of World War II Weekend. The flying star of the show was the Commemorative Air Forces (CAF) Boeing B-29 Superfortress affectionately named FiFi. This is the only flying type of its kind and it recently went through an engine re-design that combine power plant parts from the engines that once supported Fairchild C-119 and the Douglas AD Skyraider. FiFi’s crew told your authors that their new engines are running fine but each has a mind of its own, so they decided to name them Ingrid, Mitzi, Rita, and Betty. (You can figure out the famous actress association.) When asked which engine was the most temperamental – the answer was, “probably Rita.” The sights and sounds of World War II Weekend go way beyond the meager words that we use to briefly describe this wonderful event. So, we would like to encourage all of you to circle June 6, 2014 on your calendars and come to Reading Army Airfield and take a step back in time.
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2013 Doolittle Raiders Last Reunion
Continued from Page 34 Hornet on April 18, 1942. He was living in Santa Rose with his lovely wife, Betty, who participated in the interview also. He had met her in Florida where she used to swim in the warm water off the take-off runway at Ft. Walton. I recall that her hearing was much better than his and she was able to prompt answers from him to some of my questions. I remember, also, that while interviewing Frank, he laughed when he told me about flying over Tokyo and having two Japanese fighter planes join up on his right wing and two more on the left wing. He guessed they thought they were taking part in a training exercise. After all it had been 800 years since any foreign soldier had set foot on Japanese territory. The top turret gunner fired at one of the planes and they saw smoke coming from it as it descended. He felt they had sunk several small fishing boats as they entered Tokyo Harbor as well. His plane was the only one of 16 that fired a shot. As I mentioned earlier, the attack caused the Japanese to house a much larger force on the home islands to deal with future attacks. It was approximately midnight in a heavy rainstorm over China when their B-25 ran out of fuel. They had been in the
USAAF B-25B bombers on board USS Hornet en route to Japan, April 1942. air more than 15 hours. The entire crew bailed out safely. Frank’s chute caught in a tree but he managed to unbuckle the straps and drop to the soft ground below. He met several chinese peasants the next morning who took him to a school where he talked to many of the students before he and his fellow crewmembers were smuggled to friendly territory. Their cooperation with the Raiders eventually caused the Japanese to execute more than 250,000 civilians – men, women and children. One might wonder if the American forces knew that was going to happen would they have con-
ducted the Raid anyway? Surely, it was the greatest downside of the Raid. I still remember the great boost in morale of the American people. Finally we had a victory! It seemed about time! It was the beginning of Japan’s defeat! It doesn’t seem that six years has gone by since I interviewed Frank. He was one of the men taking their place in the history books of our great nation. Of the 16 planes taking part in the Raid, 11 crews bailed out. Four planes crashed and the crew of the 16th landed at Vladivostok in the Soviet Union where the crew was eventually smuggled to Iran
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and freedom. The Japanese captured eight of the Raiders who were tortured and starved. Three men died before a firing squad and one from starvation. Four of the men were freed by American troops on Aug. 20, 1945, a week before I arrived to take up occupation duties with the Headquarter Troop of the 1st Cavalry Division at Camp Drake, 18 miles north of Tokyo. Camp Drake had at one time housed a Japanese cavalry unit. The Americans named it after the first soldier killed while taking back the island of Leyte in the Philippine campaign. He drowned as he stepped off the landing craft into a hole made by an artillery shell in that operation. What about Frank? After the Raid on Tokyo, he participated in a bombing raid over Pakistan in a six-plane strike. Four of the planes were lost. He was transferred to the European Theater flying 50 missions in the B-26 Marauder over occupied Europe. Frank flew 25 missions in the B-29 over Korea in that conflict. My tattered and hastily written notes indicate a total of 77 bombing missions. Frank’s decorations include the Distinguished Flying Cross, the Air Medal with two clusters, the Bronze Star, and the Chinese Army, Navy and Air Corps Medal, Class A, First Grade.
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July 2013
EAA AirVenture 2013 Preview
FINAL AIRSHOW LINEUP ANNOUNCED Largest Lineup in Oshkosh History Reflects New Philosophy for 2013 AA has finalized the AirVenture Oshkosh 2013 daily and night airshow performers rosters, signifying the largest number of individual and team performers in the convention’s 61year history. And that’s not by accident, according to EAA’s Jim “Guido” DiMatteo, vice president of AirVenture features and attractions. “We made a conscious decision this year to expand the opportunity to fly at Oshkosh to more performers than ever before,” he said. “We feel strongly that as the world’s biggest and best GA airshow, we need to consider all performers who possess the skill, professionalism, and respect for aviation safety required to fly at Oshkosh.” Performers added to the list this week include Julie Clark, T-34; Nicolas Ivanoff,
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Edge 540; Gene Soucy and Teresa Stokes, Showcat wing walking; Jerry Kerby, RV8; Bob Carlton, Super Salto jet sailplane and the SubSonex; Terry Humphrey, Thrush 510G; and more. (Complete list available at www.airventure.org/attractions/airshows.html) Along with adding a second night airshow – set for Wednesday night, July 31 – women pilots will dominate the flightline on Thursday, Aug. 1’s afternoon airshow. Describing this new direction as a sort of choreography, DiMatteo notes that the added performers provide more variety for attendees as well as more opportunities for up and coming performers. “We’re presenting the airshows in a different way to create a better flow, with crescendos and diversity,” DiMatteo added. Combined with the AirVenture
RARE PV-2D HARPOON SET One of the world’s three remaining airworthy Lockheed PV-2 aircraft is coming to AirVenture Oshkosh 2013. It’s the only PV-2D Harpoon variant left out of 35 built, rescued from demolition about three years ago by Vintage Aircraft and Stockton Field Aviation Museum in Stockton, Calif. (SCK). A group of volunteers and staff restored the aircraft to mint condition, according to Vintage Aircraft’s Taigh Ramey. The PV-2D Harpoon (Bureau No. 84062/N6657D) is a long-range patrol bomber with eight nose-mounted .50-caliber guns. It was to be used in the Allied invasion of Japan in 1945 but never saw combat because the atomic bombs hastened war’s end in August that year. It eventually was sold as surplus and converted into a fire bomber. In fact, before its acquisition, all but seven of its logged flight hours were for fighting fires or in support of firefighting. The museum acquired the Harpoon in 2010 and crews have worked diligently over the past three years to restore the
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plane to original condition - as if it had just rolled off the line at the Lockheed plant in Burbank in 1944. “You should have seen it before we started,” Ramey said. “Our goal has always been to have a veteran who flew them say, ‘It’s just like it was back then.’” Indeed, the interior and exterior beforeand-after shots appear to indicate they’ve succeeded. (http://www.twinbeech.com/ 84062before-after.htm) The plane’s original deep blue paint scheme is in accordance with the period specs from the Navy SR-2, which calls for horizontal surfaces of the wings and horizontal stabilizer to be semigloss and the other surfaces to be painted lusterless or flat. The scheme also includes the original “062” on the nose from the bureau number. Inside, the original paint looked “pretty good” according to Ramey, but rebuilding the various crew stations required a lot of painstaking work. The pilot and copilot, radio operator, navigator, and radar operator as well as top tur-
showcase flights, visitors will be able to see flying demonstrations and routines by homebuilts, warbirds, aerobatic performers, business planes, regular production aircraft, vintage aircraft, and most everything in between. Yet safety remains paramount; it is at the forefront of every decision made with regard to flying demonstrations, which is why this year signals the first of a special safety advisory group composed of a dozen industry professionals including air boss, FAA reps, performers, ICAS reps, military aviators, EAA safety council members, and others. “They are all proud EAA members that want to take AirVenture Oshkosh to the next level in addition to increasing national and international awareness of our event,” DiMatteo added.
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ret gunner are now restored and mostly operational. Eventually the museum aims to acquire original wing-mounted drop tanks and rockets. The airplane has remarkably low operational hours. The airframe has about 800 total hours to date, while the two 2,000-hp Pratt and Whitney R-2800 31 Double Wasp engines, manufactured under license by Ford Motor Company, only have about 40 hours on them. The airplane is scheduled to arrive in Oshkosh on Sunday, July 28, and stay through Aug. 2. On Friday, Aug. 1, the PV2D will be featured in a Warbirds in Review presentation at 10 a.m., and Ramey is asking any PV-2 veterans to participate. “We would like to find anyone who may have built, flew, or maintained the PV-2 that might want to share their experiences or just simply come out and visit the old gal,” he said. “We have restored our Harpoon with almost all of its original crew positions and equipment just like it had at the factory. We hope to have as many veterans as possible to come and
annual group photo on Phillips 66 Plaza. Sponsored by EAA, Women in Aviation International, and DTC Duat, the WomenVenture Power Lunch will give women of all ages the opportunity to mix
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Visitors have the opportunity to see another extremely rare aircraft, a Lockheed PV-2D Harpoon, at Oshkosh this year. (Photo courtesy of Roger Cain) see their old patrol bomber.” Interested vets are asked to contact Ramey at taigh@twinbeech.com or 209/534-4466. He also notes that there is limited space on plane for its flight to AirVenture, which will include Oshkosh housing. Contact him for details. Upon departing Oshkosh, N6657D will fly to Topeka, Kans., to participate in the Warbirds and Legends show at Forbes Field. Hopes are to rendezvous with and fly a three-ship formation with the other two remaining PV-2s, Hot Stuff and Attu Warrior (which attended AirVenture Oshkosh 2012)
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and mingle fellow aviators and enthusiasts sharing their experiences, and hear from two distinguished speakers motivating you with their success stories: Z. Nagin Cox, spacecraft systems engineer at
(eaa.org)
Bob Carlton and the Super Salto jet sailplane. (eaa.org)
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FIRST WOMENVENTURE POWER LUNCH SLATED Women will have the opportunity to empower themselves at the first Women Venture Power Lunch, set for 11:15 a.m. on Friday, Aug. 2, at Theater in the Woods - immediately following the
Julie Clark and the T-34.
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NASA’s Jet Propulsion Laboratory, and Sherry Carbary, vice president of flight services at Boeing Corporation. Tickets are $5 but space is limited, Continued on Page 39
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EAA AirVenture 2013 Preview
JANET
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GANNET: WORLD'S ONLY FLYING FAIREY GANNET T5 LANDING AT OSHKOSH
AirVenture attendees this year will have the opportunity to see the world’s only flying example of a Fairey Gannet T5, a Cold War-era Royal Navy aircraft originally designed for anti-submarine operations. The dual control, contra-rotating turboprop operated from carrier decks and was later used for electronic countermeasure missions. It appeared here once before - in 1996 - as chronicled in the December 1996 edition of Sport Aviation - creating a scene whenever it folded or unfolded its wings. To its owner, Shannan Hendricks, of New Richmond, Wis., the plane is Janet the Gannet – so-named when people involved in her restoration decided she was a wonderful old lady deserving of a nickname. “We kept throwing around ‘Janet the Gannet’ as it rhymed,” Hendricks recalled. “It stuck, and when people from around the world contact me about the plane, they ask me how Janet is.” Hendricks acquired Janet, which carries the military registration XT752, in 2003. “It was the right place at the right time,” she said, purchasing the burly Brit from the former Polar Air Museum
(Fisk/Amjet collection) in Blaine, Minn. After the purchase, a crew was in the process of flying it to the U.K. in 2004, but mechanical problems forced the crew to reverse course over Greenland and return to Goose Bay, Canada. There it sat for the next six years due in part to an ownership dispute. When Canadian officials ordered that the plane be removed to avoid seizure, Hendricks explored a number of transport options before space was reserved on an AN 124 – which just happened to be flying to Minneapolis. (It would not fit on a C-5). It was then transported to a private hangar on the New Richmond airport via semi truck, and has been undergoing restoration since then. Janet was designed by Fairey Aviation UK, built as the first dual control T2 Gannet prototype in the world. It first flew August 16, 1954, and is the sole surviving prototype of any historic military aircraft flying in the world. Only a few others remain on static display in museums. The prototype T2 became the Fairey factory’s only privately registered Gannet in history. Within five years it was completely rebuilt as a new prototype T5 dual
SEE RECOVERED WILDCAT The Naval Aviation Museum Foundation Inc. is preparing to transport a World War II FM-2 Wildcat fighter recently recovered from Lake Michigan on Dec. 7, 2012, to EAA AirVenture Oshkosh 2013. The FM-2 Wildcat, Bureau No. 57039, crashed into Lake Michigan in about 200 feet of water on December 28, 1944. Ensign William E. Forbes was about to make his third takeoff for his aircraft carrier qualification training off the USS Sable when the engine “quit completely.” The airplane rolled off the bow of the ship and sank. The accident was determined to be 100 percent material (engine failure). Ensign Forbes survived the crash to continue his service in the Navy. Later in life
he married and became a successful attorney. The Wildcat will be presented at AirVenture just as it was recovered in December. Viewers will be able to see the damage from the accident, the corrosive effect of many years at the bottom of Lake Michigan, as well as the impact on the aircraft of becoming home to thousands of invasive Quagga mussels. Attendees will be able to learn of the Navy’s aircraft carrier training operations that were conducted on Lake Michigan during World War II and ongoing efforts to recover and preserve the once lost aircraft for the American public. “Through the generosity of donors, such as EAA member Chuck Greenhill, who sponsored the recovery, we are able
control Gannet. After a year of being owned by Indonesia to train that country’s Gannet pilots in the U.K., the plane was sold back to Britain in the 1960s to serve in the Royal Navy until 1978. The plane is powered by an Armstrong Siddeley Double Mamba turboprop engine – essentially two Mambas mounted side-by-side coupled through a common gearbox. The engine is rated at 2,950 hp. Other facts about Janet the Gannet: it’s the oldest turboprop aircraft flying in the world of any type; the world’s only Gannet to be owned by the U.K.’s Fairey factory; and the last Gannet in the world to land on an aircraft carrier when selected by the admiralty to fly on to the U.K.’s biggest aircraft carrier, Ark Royal, when Gannets were retired from military service. Janet, resplendent in its original T5 paint scheme, was officially pulled out of the hangar on June 8 in New Richmond so people could see it. Several people, including a number of EAA members, were on hand. Hendricks has also visited various EAA chapters over the last two years to talk about XT752. The airplane is virtually ready for
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The Fairey Gannet is powered by an Armstrong Siddeley Double Mamba turboprop engine turning two contra-rotating five-blade props. (Courtesy EAA.org) flight, awaiting a new canopy and some avionics work. Amazingly, Janet only has 1,500 hours of logged operations. Plans are to fly the aircraft to Oshkosh on opening day, July 29, make a fly-by, then be on display on Phillips 66 Plaza. Team members will be on hand to answer questions from attendees throughout the week. Long-range plans call for the airplane to be the flying centerpiece of a planned museum of flight and education center in New Richmond.
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to preserve and present to the American public these aircraft that are so important in our nation’s history,” said retired Capt. Ed Ellis, Judge Advocate General’s Corps, U.S. Navy, corporate secretary of the Naval Aviation Museum Foundation. “With the support of the Navy History and Heritage Command and the many patriotic Americans who recognize the importance of our efforts, we must continue to retrieve as many of these WWII aircraft as possible before they turn into dust at the bottom of Lake Michigan.” The recovered warbird will be featured at the Friday afternoon, Aug. 2, Warbirds in Review presentation, “Restoring the Wildcat.” Attendees will get to see a Wildcat that’s been completely restored plus this recovered plane, with
Visitors to EAA AirVenture 2013 can see and learn about this recovered warbird, a Grumman (Eastern Aircraft) FM-2 Wildcat, on Warbird Alley. (Courtesy EAA.org) discussion centered on what it takes to perform a restoration like this. The program begins at 1 p.m. at the at the special aircraft display area on Warbird Alley.
First WomenVenture Power Lunch Continued from Page 38 so be sure to register in advance. If still available, registration may also be done at the EAA Welcome Center during the
week leading up to the event. Also at the inaugural Power Lunch, the Ninety-Nines will award its Karen Johnson Solo Scholarship to two young,
aspiring female aviators between the ages of 16 and 20. After the luncheon, young women enrolled in the Women Soar You Soar pro-
gram get their chance to participate in their first round of hands-on AirVenture workshops - a new addition to this year’s program.
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July 2013
EAA AirVenture 2013 Preview
AIRVENTURE 2013 WELCOMES When Jim Slattery, EAA Lifetime Member 1021734/Warbirds 594956, acquired his Consolidated PBY5A Catalina from two Americans in South Africa in 2010, he didn’t expect it would take until 2013 to get her back to the United Sates. But after a six-year restoration, Slattery’s PBY N427CV touched down in El Cajon, California, on January 15, 2013, and is slated to fly to Oshkosh next month to participate in AirVenture 2013. The airplane was built S/N 11089 by Canadian Vickers in Cartierville, Quebec, Canada, in 1944 and delivered to the Royal Canadian Air Force, which used it for anti-submarine patrols out of Reykjavik, Iceland. Post-war, the plane served at various locations around Canada before it retired from military service in 1962. It was converted to a water bomber and spent the ensuing 32 years as a firefighting platform. N427CV
was flown to South Africa in 1999. The restoration project was performed starting in 2006 at Springbok Aviation Services, Johannesburg. During World War II, PBYs were used for anti-sub ops, patrol bombing (where the “PB” comes from), and convoy escorts, but most famously for airsea rescue missions. In perhaps its most storied mission, a single PBY commanded by Lt. R. Adrian Marks rescued 56 surviving sailors from the USS Indianapolis that was torpedoed and sunk by a Japanese sub after delivering critical parts for the first atomic bomb to Tinian. It was a long haul back to California for Slattery’s Catalina. The plane’s cruise speed is 125 miles per hour and it was located halfway around the world - about 12,000 miles away. He sent three of his employees to South Africa to fly the plane home.
WELL-TRAVELED PBY CATALINA
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Mike Castillo, one of the pilots that flew the plane back, called it a trip of a lifetime. In a story about the plane earlier this year, he told the San Diego UnionTimes, “I’ve done a lot of fun things, a lot of unique things in aviation, and this one takes the cake,” Castillo said. “It was a dream trip.” The 16-leg, 12,000-mile journey departed South Africa with stops in Namibia, Angola, Cameroon, Liberia, then across the Atlantic to Brazil, French Guiana, Trinidad, Panama, Costa Rica, and Mexico. Slattery met the plane at Brown Field Airport in San Diego and flew with the crew to the final destination at Gillespie Field in El Cajon. There’s a presentation being put together about the airplane for AirVenture, and we’ll have further details when they’re confirmed. Stay tuned, because this WWII hero will be a warbird
HOMEBUILDERS PREVIEW: LOTS With some old and some new, homebuilders' activities planned for AirVenture 2013 are sure to keep attendees busy, educated, and entertained (not to mention full!). Homebuilders Headquarters will be a one-stop-shop for members to purchase camping, wristbands, programs, etc., as well as the place to register aircraft for Homebuilts in Review. Homebuilts in Review takes place in the Homebuilders Hangar, supported by Aircraft Spruce & Specialty Co. All EAA members are eligible and encouraged to have their homebuilt aircraft judged. During the review, members display their plane in the hangar and stand by to answer questions from judges and interested members.
Homebuilders who fly in will once again receive a complimentary ride in the Welcome Wagon to Homebuilders Headquarters. Call Homebuilders Headquarters during AirVenture at 920/2307799 to ask for the Welcome Wagon. EAA is excited to have homebuilts from across the spectrum, ranging from composites like Glasairs, Lancairs, and Long-EZs, to the large fleet of Van's RVs; a sub-$5,000 Quickie, to a completely rebuilt, over-the-top SX-300; plus a large number of Thorp T-18s and Wittman Tailwinds as EAA celebrates their 50th and 60th anniversaries, respectively. The Tailwind also graces the annual "I flew My Homebuilt to AirVenture Oshkosh 2013" patch presented to all arriving
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Jim Slattery's PBY5A, flying recently at Gillespie Field in El Cajon, California, will appear at AirVenture for the first time this year. (Trent Bell) worth seeing. Slattery is in the process of creating The Greatest Generation Naval Museum, featuring aircraft (all airworthy and flyable) from his vast collection and other memorabilia that demonstrate how WWII changed the way Americans live today.
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pilots who register at Homebuilders Headquarters. In addition to numerous displays and events throughout the week celebrating the two aircraft, the Thorp builders have scheduled a lunch for Thursday at the EAA Nature Center. Wednesday is a good day for all homebuilders' stomachs as there will be doughnuts in the morning and a corn roast from 5-7 p.m. in homebuilt camping before the Rockwell Collins Night Air Show. Thursday night is the annual Homebuilders Dinner in the EAA Nature Center from 6–9 p.m. Tram service will begin at 5 p.m. from Homebuilders Headquarters, where attendees can purchase their tickets for $14 each.
Hands-on forums are held every day from 8:30 a.m.–1 p.m. and cover every aspect of building an aircraft. Forums are presented in a "lecture-lab" style and will give participants a chance to get their hands dirty with a number of projects ranging from sheet metal welding to composite woodwork. A full forum schedule will be available soon.
EDUCATION & INTERACTIVE ZONE, COLLEGE PARK SET EAA AirVenture Oshkosh will offer a number of new activities and displays this year, including the Education & Interactive Zone (EIZ) which also contains the EAA College Park presented by American Airlines – an area designated for companies and colleges to network with young people and display what they have to offer to potential employees and students. EIZ/College Park is located on the corner of Waukau Avenue and Knapp Street Road, kitty-corner from the control tower.
“College Park will highlight EAA’s commitment to education and youth by creating a venue that showcases aviation education programs and interactive exhibits,” said Holly Williams, EAA business relations manager. More than 15 colleges and universities will be represented at the EIZ, ranging from Embry-Riddle Aeronautical University to the local Fox Valley Technical College, as well as a number of other universities including Ohio State, Arizona State, and others. “I’m excited to have our aviation
programs be part of College Park, because it provides a one-stop shopping center for prospective students to find the aviation training program that best fits their needs,” said Jared Huss of Fox Valley Technical College. “Students can easily compare and contrast the many Continued on Page 41 The Education & Interactive Zone is located is located on the corner of Waukau Avenue and Knapp Street Road, kitty-corner from the control. (Courtesy EAA.org)
TO
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July 2013
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EAA AirVenture 2013 Preview
PATTY WAGSTAFF
Three-time national aerobatic champion and Aerospace Hall of Famer Patty Wagstaff will speak at Teachers Day on Tuesday, July 30, during EAA AirVenture Oshkosh 2013. Teachers Day is sponsored by Build A Plane, the General Aviation Manufacturers Association (GAMA), and EAA.
TO
ADDRESS EDUCATORS TEACHERS DAY
“We cannot tell you how excited we are to have the first lady of aviation come to our program and share her experiences with teachers from all across the United States,” said Build A Plane’s executive director, Katrina Bradshaw. Wagstaff is a six-time member of the US Aerobatic Team and the first woman to be named national aerobatics champion. In addition to all of her airborne achievements, Wagstaff spends much of her time in East Africa, where she voluntarily trains pilots for the Kenya Wildlife Service, who protect elephants, rhinos, and other wildlife from poachers. The fifth annual Teachers Day provides teachers with ideas and insight to use aviation to motivate youth to learn
Education & Interactive Zone Continued from Page 40 options they have in front of them and make the choice that’s best for their future.” Some of the businesses participating this inaugural year are Disney, The History Channel, the United States Air Force, and College Park co-sponsor American Airlines. Captain Bart Roberts is a retired Navy pilot and chief pilot of line operations for American Airlines. “We jumped at the opportunity to be part of a venue with so many young, like-minded people,” he said. Roberts also noted that the recent industry downturn has not “painted a picture of opportunity” within the aviation community, and he said he thinks College Park will help encourage young people to follow their dreams and pursue careers in aviation. In addition to collegiate and occupational networking, there are plenty of fun activities in store for students. Many of the displays will be interactive, including a video gaming promotion by Wargaming. net, which will launch its new game World of Warplanes in Aug. 2013.
A designated area within the EIZ is called “The Quad,” where college students can mingle and relax. On Wednesday from noon to 3 p.m., the College Park will host a job fair, giving attendees the opportunity to meet with notable aviation companies to explore the variety of careers that exist within the aviation community. EAA has also scheduled the second annual College Mixer, presented by American Airlines and supported by Jeppesen and Wargaming.net. The mixer will be Friday night from 6-8:30 p.m. and will provide a relaxed atmosphere for students to casually interact with one another as well as with potential employers and colleges. This is a free event, but attendees are required to register by July 12. EIZ/College Park will surely be popular stops for young people at AirVenture, and Capt. Roberts couldn’t have summed it up better. “At College Park we are able to meet face to face with young people to generate interest and appreciation for the entire aviation community,” he said. “And that’s what EAA is all about.”
For more information about AirVenture Oshkosh 2013, visit
www.airventure.org
AT
AIRVENTURE
more about science, engineering, technology, and math. Teachers Day is free, and open to any educators who would like to participate. EAA provides teachers who attend with free admission to
AirVenture, free parking, and a free lunch on the day of the event. Teachers wishing to participate need to register online. Contact Bradshaw at 804/843-3321 for more information.
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Celebrating Twenty-Nine Years of In Flight USA
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July 2013
2013 DAYTON AIR SHOW By Mike Heilman and Joe Gust
Michael Goulian flying his state-of-theart Extra 330SC over the Dayton Ohio Air Show. (Mike Heilman)
Sean D. Tucker flying his Oracle Challenger III upside down over the skies of Dayton, Ohio. (Mike Heilman)
North American F-86 Sabre jet flew an impressive aerobatic display at the Dayton show. (Mike Heilman)
CHINO AIRCRAFT SALES
he 2013 Dayton Ohio Air Show was the site of the fatal crash, which ended the lives of wing walker Jane Wicker and her pilot, Charlie Schwenker. Wicker and her pilot were making their first appearance at Dayton in their modified Stearman. The aircraft lost altitude when Schwenker inverted the Stearman for a low level pass with Wicker sitting on the bottom of the wing. The National Transportation Safety Board (NTSB) said it may take up to a year to find the cause of the accident. The accident took place at the beginning of the airshow on Saturday, June 22. The airshow organizers cancelled the remainder of Saturday’s events. The spectators were informed that their tickets would be honored for admission on Sunday. This was the second accident in 39 years of the show. In 2007 Jim Leroy was killed when his Pitts crashed during the show. The 2013 show went in the record books as the first all-civilian airshow in its 39 years of operation. The show
T
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1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.
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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
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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.
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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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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
the circumstances,” stated Emoff who went on to say, “I want to extend our appreciation to the fans, sponsors and volunteers for their support of the wonderful community event.” The 2013 show featured 14 of the top civilian aerobatic performers and more than 40 aircraft on static display. Show officials also added, for the first time at the Dayton show, a Performer Pit Row. The Pit Row allowed airshow spectators to see the performing aircraft up close before and after the acts flew. Headlining the 2013 show was North American Aeroshell performing an aerobatic routine in their four AT-6G Texans. The team’s AT-6Gs are stock aircraft configured like aircraft that were used in World War II for pilot training. Aeroshell concluded the show with the Great Wall of Fire, a pyrotechnic demonstration. The team is based out of Birmingham, Ala. Sean D. Tucker made his 17th appearance at the Dayton show in his highly modified Pitts Special called the Oracle Challenger III. Tucker, who is a Continued on Page 44
1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.
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organizers in 2012 moved the date to June to accommodate the U.S. Air Force Thunderbirds, but because of the federal sequester the Thunderbirds were removed from the show lineup. There were several large airshows that cancelled this year due to the military jet teams cancelling their participation in the 2013 season. The Dayton show officials decided to keep the date and to put on an all-civilian show. Attendance for the 2013 show was expected to be smaller due the lack of the military aircraft for flying and static displays. An average draw for the Dayton show with Thunderbirds or Blue Angels is around 70,000 spectators. The 2012 show featuring the Blue Angels drew 47,000 spectators, but attendance was lower due to record-breaking heat for the two-day event. The 2013 show drew a record low attendance of 23,000 people. In a press release, Dayton Air Show Chairman of the Board, Michael Emoff, indicated that the lower attendance was due to the federal sequestration, but still was a successful show. “We are pleased with the turnout at this year’s show given
1975 WARRIOR,680 SMOH, IFR, $37,500. 1967 TWIN COMANCHE, 300 SMOH, 69,500.
Low cost Twins for rent & training. Seneca, C310, C340, C421 with safety pilot. Cherokee 160 IFR trainer dual KX155 with simulator lessons. Build complex/high performance time in a Cessna 210. DISCOVERY FLIGHTS $50! Flight instruction single/multi engine, IFR, BFR, IPC
July 2013
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HELLFISH
AND
43
VICTORYGIRL
By Jerri Bergen and Travis Brandt of VictoryGirl.com There she sits, preening in the sun, soaking up the puzzled and admiring gazes of the passersby as they pause to really take her all in – ogling her strange lines, aggressive stance and unusual profile. If she’s yours, you grin as you approach her on the flightline, your keys and headset jangling as you hustle, impatient to initiate your next encounter with the love of your life. She’s your stress reliever, confidence builder, your trusted companion; she’s My Therapy, Dina Might, or perhaps she’s all attitude as Stink Bomb, Grumpy, or Rocketeer. Whatever the moniker, she is the vehicle to dreams, inspiration, and flat-out fun respite from a frenzied work life. The Seven-Oh-Fun owned by John Marzulli of Seattle, Wash. fits the bill perfectly. His teeth-gritting, cigar-biting Zenith CH-701 is John’s personal magic carpet to airshows, breakfast flights, grass strips and gravelbars of Washington’s Puget Sound and San Juan Islands. John’s Seven-Oh-Fun took four years and three months to build with everyone in
the family pitching in to help with everything from cleco installations to sanding, and bolting on the landing gear. Even his then three-year-old daughter pitched in and helped make the plane’s keychain. Seven-Oh-Fun is the solo aircraft so far in John’s own “Hellfish Squadron,” which, according to John, is a friendly poke at the neighboring and home-field “Black Jack Squadron.” He didn’t say this in any sort of words, but it seems that Hellfish would be a fun squadron to join. You’ll have to look him up if you’re interested. The artwork for the Hellfish decal
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was drawn by a friend of John’s and reprinted for personal use on the Zenith. You may remember the story. Abraham “Abe” Simpson was Homer Simpson’s father (Barts Grandfather); we’re talking fictitious television stuff here. Well, in WWII Abe Simpson was Commander of “The Fighting Hellfish” that later became “The Flying Hellfish.” Anyway, it was a combat unit, and on one particular mission they obtained serious treasure from Baron von Hersenberger through questionable means, then proceeded to bury it with a pact that whoever was alive at the
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end of their lives would get the treasure. Charles Montgomery Burns (Mr. Burns) was a Private in the unit, and he and Abe Simpson are all that’s left of the original nine members. True to form, Mr. Burns tries to have Abe assassinated so he can claim the treasure, to no avail, and in the end, just like in real life, the U.S. State Department intervened and the spoils of war were returned to Baron von Herzenberger. All this, of course, perfectly underscores why a rugged-wheeled, shortfield, doorless airplane that spends its time trouncing around the nether regions of the Pacific Northwest should be sporting nothing other than “Hellfish.” Congratulations Mr. Marzulli, you matched the perfect plane with the perfect mission and a perfectly fitting personality. We want to thank you for the opportunity to work on the project and let you know how envious we are that you have such a tale to tell, just by going flying.
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Celebrating Twenty-Nine Years of In Flight USA
44
July 2013
Dayton Air Show
Air show announcer Danny Clisham opened the show from the cockpit of the 1911 replica of the Wright B. Flyer. (Mike Heilman)
The World War II era heavy bomber B29 Fifi was on static and flying display at the 2013 Dayton, Ohio Air Show. (Mike Heilman)
The headliner for the 2013 Dayton Air Show, Aeroshell performed the closing act for show. (Mike Heilman)
Continued from Page 42 National Aviation Hall Fame member, performs a “Legends of Flight” program where a local legend has an opportunity to fly with Tucker. Local surgeon, Dr. Jonathan Saxe was selected for this oncein-a-life opportunity. Tucker has flown more than 1,100 performances at more than 450 airshows in front of 100 million spectators in his career. Michael Goulian made his second straight appearance at the Dayton airshow. Goulian performed his high energy routine in his Extra 330SC airplane. Goulian has won several airshow industry awards including the 2012 ICAS Sword of Excellence. Skip Stewart also flew his modified PITTS S-2S, nicknamed Prometheus in an exciting aerobatic routine. The 2013 show also included an award-winning aerobatic pilot, skydiver and rock climber Melissa Pemberton flying a routine in her Edge 540. Pemberton also raced a jet-powered school bus down the runway. The “School Time Jet Bus” is equipped with a 42,000 horsepower J-79 turbojet engine, which is the same engine used in the F-4 Phantom II. The only flying B-29 “Superfortress” made its first appearance at Dayton since 1994. The World War II heavy bomber was on static display and flew during the
show. The Bomber’s nicknamed FIFI is part of the Commemorative Air Force (CAF), which also provides airshow guests a chance to ride in the historic aircraft for a fee. Dayton has been known in the past for its large modern military flying and static displays, but 2013 civilian owned warbirds took center stage. An historic “Rise Above” exhibit honoring the Tuskegee airman was part of the show. Airshow spectators could learn about the history of America’s first black pilots. Also part of the exhibit was a CAF “Red Tail” P-51C Mustang. The P51C, painted with a red tail, flew a demonstration during the show. The warbird flying demonstration also included an F-4U-5N Corsair. The Corsair was the first fighter to exceed 400 mph during World War II. The Korean War era was represented by a North American F-86 Sabre jet, which had a Korean War kill ratio of 10 to 1. Also performing was a Vietnam era MIG-17G, which was operational from 1960 to 1990 in the Soviet bloc countries. Dusty, star of the Disney movie Planes which will be released this summer, was also on hand. Dayton was one of few select airshows where Dusty has made an appearance. Dayton’s aviation heritage was rep-
resented by the flying and static display of the replica of the 1911 Wright B. Flyer. The airshow opened each day with announcer Danny Clisham flying in the Wright B. Flyer and giving spectators a description of the flight. Team Fastrax skydiving team performed several jumps, opening the show with a parachute jump that included the world’s largest American flag (7500 square feet). The Sky Soldiers, part of the non-profit Army Heritage Foundation, provided airshow spectators a chance to fly in a Bell UH-1 Huey or an AH-1F Cobra helicopter for a fee. The static displays included the B-25 Mitchell Bomber Champaign Girl, C-45 Expeditor Bucket of Bolts, C-54 Skymaster Berlin Aircraft Museum, T-2 Buckeye, a T-28 Trojan and two P-51 Mustangs. The airshow industry has felt the effects of the federal sequestration at almost every show that was scheduled in 2013. The lack of military jet teams and static displays has had a factor in the cancellation or reduced attendance at these shows across the United States. The Dayton show organizers are now planning for the 2014 show, which is set for June 28 and 29. The U.S. Navy Blue Angels are tentatively scheduled to be the headliner in 2014.
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The Pylon Place
WHAT DOES IT ALL MEAN… f you keep up with National Championship Air Racing (NCAR) news during the off-season, you probably have read several press releases about the Unlimited Division of the National Air-racing Group (UD-NAG) and a Safety Stand Down for the 2013 NCAR. This was followed quickly by the announcement of the new Unlimited & Warbird Racing Class (UWRC). My goal in this column is to present to you a little history and hopefully answer some questions about the future of Unlimited Racing at Reno.
I
History of NAG The National Air-racing Group was founded in the 1970s by several Northern California air racing enthusiasts. Originally called the Northern Area Group of the Professional Race Pilots’ Association (PRPA), they later split off from PRPA and started their own group. This organization grew to be the largest and most active air race organization, with more than 2,000 members scattered throughout the world. A recognized member of the International Council of Air Shows, NAG is a non-profit California corporation. NAG offered their services to various racing classes, basically providing them with legal protection, support with race responsibilities and administrative matters as well as training officials, officiating, erecting pylons, facilitating negotiations with the FAA and assisting in designing and certifying new potential race venues. Over time the other race classes left NAG and developed their own associations – PRPA for Biplanes; Racing Jets, Inc.; T-6 Racing Association; International Formula 1 Air Racing; and Sport Class Air Racing. The Unlimited Division is the only race class still directly associated with NAG. At some point, NAG developed into more of a Fan Club for Air Racing, except for the Unlimited Division, which supported Unlimited Racing. UD-NAG is the governing body for Unlimited Racing. They are accredited by the FAA to speak for the race class. They are responsible for training and certification of the members for their class; they have their own rules, their own technical specifications and inspections. They operate as an umbrella organization for race
he was closing in on two Tigercats, both with more than 50-feet wingspans, with a closure rate of 130 mph. Pylon on the left, deadline on the right and a new maximum altitude ceiling above – where does he go?
The Issue
Towing out for the Gold Race pilots and race aircraft owners and have fought for many years for the continued safe operations of Unlimited Racing. How does this differ from what the Reno Air Racing Association (RARA) does? Well, RARA provides the venue. They provide overarching rules and structure and manage the event. In a perfect world, these organizations would work together to bring exciting racing and a safe environment to the racers and the fans. As one race pilot said, “Keep the racers safe and you keep the public safe.”
What Changed? After the horrible Galloping Ghost crash of 2011, the FAA and RARA stepped in to alter the Unlimited (and Jet Class) Race Course. The changes were made to create more of a barrier from the deadlines – the areas that mark the outer boundary of our race course – and to allow for a great distance from the spectators. The goal was to “soften” the course and to keep things safer. What the pilots found, however, was that the course led to higher g-forces instead of lower. They also found the old “Valley of Speed” was being tightened, especially as aircraft made the critical turn from pylons 7-8-9 to home. The other issue was a maximum altitude restriction of 250 feet (or 314 feet on some areas of the course). The racers felt this altitude ceiling created an added complexity – as one of them put it, “We’re racing in a donut.” The minimum altitude is 50 feet, the max is 250 feet, so eight aircraft race inside a 200-foot donut in the sky. So far, so good – until you con-
(Tim Adams) sider that the average wingspan of an Unlimited Racer is between 40 and 50 feet. I use this example: Gold Heat 3A 2010, Strega’s average speed was more than 473 mph and Here Kitty, Kitty and Bossman – two F7F Tigercats – were averaging 342 mph. So, as Steven Hinton in Strega was coming around the course,
All the UD-NAG asked is that wording is added to RARA’s Rules of Competition to say: “All racers are advised that deviations above the maximum race altitude will not result in a rules violation or penalty if such maneuver is deemed to be in furtherance of flying safety by the pilot in command and if such deviation is followed by a safe and reasonably prompt return to the maximum race altitude.” Yep, that’s it. They wanted it to be in Continued on Page 46
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The Pylon Place Continued from Page 45 writing that if they needed to go above the 250-feet AGL max for a safe passing line, or to get out of prop wash, or for whatever reason, that they would not be disqualified. They did not want it to be left to chance. They wanted their racers to know they could deviate if necessary and not be in violation. They also wanted to have the Unlimited Class provide input to the Contest Committee in case of an altitude deviation. The Unlimited Class knows the course, and the Contest Committee, while a professional and significant group of individuals, does not.
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As UD-NAG has been saying since February, they wanted an answer by June 14, 2013 or they would convey to their members that they do not believe the course is safe. After safety discussions broke down, the UD-NAG Board voted unanimously to call for a safety stand down. They told their members that the current rules proposed by RARA and the FAA may lead to an unsafe and potentially dangerous racing venue. Absent the requested safety deviation rule, the UD-NAG believes the risk of another accident is too great to shoulder and therefore RARA, the FAA, UWRC and the UD-NAG racers are on their own. RARA countered with announcing the new Unlimited and Warbird Air Racing Class. It had to be done. Ticket
sales were in jeopardy, questions about the safety stand down were flying and a move had to be made.
But, What Does It Mean for September? There are some unanswered questions. Is the new UWRC accredited by the FAA? Will they fly the course as it is without any changes? Who will be on the Board of Directors for the new organization? The press release mentioned Bill “Tiger” Destefani will be the President, but who else will be involved? Is this organization part of RARA? If so, is that a conflict of interest? How will the new organization certify racers? Will there be another PRS just for the new group? Who will join, who will not. What about the purse? Who will be on the ramp in September? Who will stay home? When will we know?
What Happens Next? Right now, we wait and see. The hope is that this will all shake out and there will be Unlimited Racers on the Ramp in September. Stay tuned, until then… fly low, fast and turn left – but don’t go over 250’ AGL.
July 2013
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QREF AVIONICS QUICK REFERENCE Qref has long been an industry leader in the publication of Aircraft Checklists and Avionics Quick Reference Manuals. With more than 50 years of combined experience in analyzing human factors and writing accurate, pilot-friendly checklists, they correctly and concisely help pilots operate both aircraft and complex avionics. Qref has now made their avionics quick reference available in iPad editions that deal with the challenges of advance avionics in aircraft. According to Qref Publisher, Jason Clemens, “The use of checklists has long been promoted, even required, by the FAA to help pilots perform repetitive task. It is well accepted that a good checklist does not “forget” those important steps that can become dislodged from short-term memory. Whereas the complexity of aircraft operation was once the center of the FAA’s concern regarding the use of checklists, a new factor has entered the picture with a different type of accident now appearing in aviation.” Clemens is referring to what are generically referred to as “advanced technology aircraft,” or aircraft equipped with complex avionics displays and integrated flight systems. The FAA now requires Flight Instructor Refresher Clinics (FIRCS) to stress the human factors side of using this equipment with a strong recommendation that avionics training and operational knowledge is badly needed. It is seen that a lack of proper training, combined with the variety of systems in play, is resulting in a loss of situational awareness and pilot task overload. Clemens continues, “We have seen the iPad become a common tool in the cockpit, even to the
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point of now using Bluetooth technology to add information to primary flight and navigation displays. Many now use the iPad as an electronic flight bag, making it an essential part of every flight. So, we asked how Qref can apply our expertise in checklist and operational guides to this new tool that has become so common place.” The answer to that self-imposed question is now available to the flying community in the way of an iPad application that can be downloaded at https://itunes. apple.com/us/app/qref-avionics/ id579946327?mt=8. Complete quick reference checklist can be in-app purchased for the Garmin GNS 430 and GNS 530 (WAAS & non-WAAS), Garmin G1000 and Bendix/King KLN94, with many more titles on the way from their extensive library of printed checklists. Procedures covered include: • Direct-to • Working with flight plans • GPS approaches • Traffic, XM weather, terrain/TAWS • Audio, transponder integration • Tips and tricks Menu options have been carefully designed for fast location of key operations, complete with detailed screen displays. Clemens points out, “This is not like a training course. Not only are these apps designed to familiarize the operator with complex systems before the avionics master switch is turned on, but also while actually flying the plane. Heads down time is kept to a minimum. There is no subscription required and updates are free. Flight Instructors are using our convenient iPad editions as a means to improving the qual-
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ity of Flight Reviews being given in planes having advanced systems.” To be sure, Qref printed guides have done a great job in replacing hard-to-use instruction manuals offered by manufacturers and significantly speed up learning, how to operate complex aircraft and avionics, while serv-
ing as a repetitive guide to keep key operational steps at the forefront. For once, it looks like technology is being used to solve the very challenges being caused by technology. It is about time! Visit www.qref.com for additional information.
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It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
RNAV STANDARD TERMINAL ARRIVAL ROUTE (STAR) ISSUES According to the Aeronautical Information Manual (AIM) Chapter 5, Section 4 (Arrival Procedures), a STAR is an ATC coded IFR arrival route established for application to arriving IFR aircraft destined for certain airports. RNAV STAR/Flight Management System Procedures (FMSP) for arrivals serve the same purpose but are only used by aircraft equipped with FMS or GPS. The purpose of both is to simplify clearance delivery procedures and facilitate transition between en route and instrument approach procedures. A link to the full text of AIM Section 4 can be found at the end of this CALLBACK. ASRS receives a significant number of reports every month related to difficulties with RNAV arrival procedures. Examples of reported issues include: • Complexity of RNAV Optimized Profile Descents (OPDs) • Flight crew workload • Aircraft system compatibility or capability • ATC familiarity with aircraft performance and requirements • Procedure interruption and phraseology The following ASRS report excerpts provide insight into some of the complexities surrounding RNAV arrival procedures and in particular, the problems associated with the “descend via” clearance.
IAD GIBBS1 RNAV Arrival After having been cleared to “descend via” the GIBBS1 Arrival, the flight crew of an ERJ-170 was vectored off the arrival and uncertain as to their cleared altitude. Difficulty communicat-
ing with the busy controller to clarify the altitude forced a level off at an intermediate altitude until a new clearance could be provided. • We were descending on the GIBBS1 RNAV into IAD between BBONE and KILMR when ATC assigned us a 020 heading for traffic. Our descent clearance was “descend via the GIBBS arrival” with no specific altitude given. I told my first officer to ask ATC what altitude he wanted us at and we got no reply. After two more unsuccessful tries to get an answer (the controller was busy), I leveled the aircraft at 11,000 feet, which was the altitude for the next fix. We finally got a reply to our questions and were told to continue to descend to 6,000 feet. ??As we had been cleared to “descend via” the STAR and, when vectored off of it, were no longer on the arrival, we had no guidance as to our cleared altitude. I’ve had this happen a couple times, with different altitudes given each time; some the same as the bottom altitude [on the STAR], some different. Anytime an aircraft has been given a “descend via” clearance and is later turned off the arrival, ATC needs to assign an altitude.
DCA TRUPS1 The Flight Crew of a CRJ-200, cleared to “descend via” the TRUPS1 Arrival, was understandably confused when given a heading change and then told to “continue” the arrival. The First Officer was the Pilot Flying and provides the first report on the incident. • We were cleared to “descend via” the TRUPS1 Arrival and a second controller had cleared us to continue the arrival via the Runway 19 transition.
Prior to reaching FRDMM waypoint, the controller told us to depart FRDMM heading 120, which seemed excessive. The [crossing] restriction at FRDMM is 8,000 feet. The pilot not flying queried the controller regarding the heading, but due to congestion he couldn’t get a word in edgewise. Finally, the controller issued new instructions to continue on the arrival. We were now at 8,000 feet and were past FRDMM [and were descending to comply with] the next crossing restriction of 6,000 feet [at STAND]. Shortly thereafter, the controller issued another heading change and took us off the arrival. Seconds prior, when [we were] on the arrival, we had continued our descent. I asked the captain to ask for clarification the controller replied that we were told to “continue on” the arrival and not to “descend via” the arrival. We quickly returned to 8,000 feet and were cleared for the River Visual shortly thereafter. The instructions were confusing at best. We were given a heading and, when we asked to confirm the heading, the response was changed to “stay on the arrival.” If the controller had said, “Stay on the arrival; maintain 8,000” the confusion would not have occurred. From the captain’s report on the same incident: • After crossing FRDMM, we started to descend to 6,000 feet per the STAR and at the same time the controller issued a heading change. I asked the First Officer if we should continue the descent since ATC just took us off the arrival and shortly after ATC asked us if we were still at 8,000 feet. I told him we were returning to 8,000 feet but thought we were still cleared to descend [as previously cleared] “via” the arrival. He explained
that our new instructions were to “continue,” not to “descend via” the arrival.
PHX GEELA4 A controller report highlights the confusion that can occur when runway “transition” clearances are given in conjunction with RNAV arrivals. • It was a busy arrival push into PHX this morning. With the GEELA4 RNAV arrival there are quite a few more transmissions that need to be made to ensure the pilot will do what we need him to do. If the pilot is to “descend via” the arrival, well that’s a straight-forward clearance. When we have to vector the aircraft for sequencing, the phraseology to put the aircraft back on the arrival is very confusing. An A320 was issued a clearance to cross GEELA at and maintain 12,000 feet and 250 knots. The pilot read this back correctly. The pilot was then issued, “Cleared for the GEELA4 Arrival, Runway 7R transition.” At no point was a “descend via” clearance given or read back. The aircraft then called PHX Approach and said he was descending “via” the arrival. ??We need to come up with some type of phraseology that will allow us to clear the aircraft for the arrival and transition without the pilot thinking he is cleared to “descend via” the arrival. It seems the pilots are associating the runway transition with a “descend via” clearance. Maybe we should give the runway transition on initial check in, if that is legal. The complete AIM Section 4 Arrival Procedures can be found at: http:// www.faa.gov/air_traffic/publications/ atpubs/aim/aim0504.html
Have an event coming up? Submit it for publication in the online events calendar at
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July 2013
FAA LOOKS TO TRANSITION TO UNLEADED FUEL The Department of Transportation’s Federal Aviation Administration (FAA) on June 10 asked the world’s fuel producers to submit proposals for fuel options that would help the general aviation industry make a transition to an unleaded fuel. The FAA is committed to the development of a new unleaded fuel by 2018 that would minimize the impact of replacing 100 octane low-lead fuel for most of the general aviation fleet. The FAA will assess the viability of candidate fuels in terms of their impact on the existing fleet, their production and distribution infrastructure, their impact on the environment and toxicology, and economic considerations. “General aviation is vital to the U.S. economy and is an important form of transportation for many Americans,” said Transportation Secretary Ray LaHood. “We need to work with industry to develop an unleaded fuel that advances aviation safety and improves the environment.” The FAA is asking fuel producers to submit by July 1, 2014, data packages for candidate replacement unleaded fuel formulations for evaluation by the FAA. By Sept. 1, 2014, the FAA will select up to 10 suppliers to participate in phase one laboratory testing at the FAA’s William J. Hughes Technical Center. The FAA will select as many as two fuels from phase one for phase two engine and aircraft testing. That testing will generate standardized qualification and certification data for candidate fuels, along with property and performance data. Over the next five years, the FAA will ask fuel producers to submit 100 gallons of fuel for phase one testing and 10,000 gallons of fuel for phase two testing. “The FAA knows the general aviation community and the Environmental Protection Agency are focused on this issue, and we look forward to collaborating with fuel producers to make an unleaded avgas available for the general aviation fleet,” said FAA Administrator Michael Huerta. The President’s 2014 budget includes $5.6 million in research and development funding for the William J. Hughes Technical Center to conduct the fuels evaluation testing. Candidate fuel testing will be funded by the government and in-kind industry contributions, in a multi-year program. The request is available at https://faaco.faa.gov. For more information on the FAA’s eff orts on avgas, go to www.faa.gov/about/initiatives/avgas.
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AVIATION ICONS GIVE HIGH-FLYING REVIEWS FLIGHT-OPS BOOK Just released is an all-new primer on owning and flying the Cessna 210 by sixtime Master CFI Chuck McGill, and it’s receiving high praise from throughout aviation. Icons like Rod Machado, Barry Schiff, and Max Trescott happily tout its authenticity and focus on safety. Entitled Flying the Cessna 210: The Secrets Unlocked, the book helps aviators master the art of piloting this complex airplane. Author Chuck McGill offers his
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color photographs and illustrations throughout 11 packed chapters, plus an extensive Appendix. So often, people purchase complex go-fast airplanes but don’t have a good understanding of the airplane’s systems and flight characteristics. McGill has written this book to extend pilots’ knowledge far beyond a POH and to help them safely get optimum performance and longevity from their airplanes. Flight instructor, author, and speaker Rod Machado praises McGill’s book, saying, “If you’re thinking about purchasing a Cessna 210 or flying one, Chuck McGill’s book, Flying the Cessna 210, is an absolute must-have for your library…After reading this book, you’ll feel that you’ve just sat down for a oneon-one ground lesson with one of our industry’s most respected flight instructors.” Award-winning pilot and journalist Barry Schiff offers, “If you think you know what there is to know about flying a Cessna 210, Chuck McGill’s excellent book, Flying the Cessna 210, The Secrets Unlocked, will both surprise and delight you. I hope that he is inspired to write so thoroughly about flying other types of aircraft.” 2008’s National Flight Instructor of the Year, Max Trescott, says, “Whether
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CESSNA 210 you’re a high time Cessna 210 pilot or are just thinking about buying one, you’ll want to get a copy of Chuck McGill’s Flying the Cessna 210. My first aircraft was a 1980 Turbo 210N and I wish I had his book when I was learning to fly my plane. I learned a number of things from Chuck’s book that I never knew. McGill’s book differs from other 210 publications in that he gives details on specific techniques for flying these aircraft safely, while getting peak performance. For complex airplanes like the 210, I always recommended that pilots seek out a flight instructor who specializes in their aircraft type. For the 210, McGill is that instructor. If you can’t fly with him, buy Flying the Cessna 210.” Aviation author and pilot Dale Brown writes, “If you are thinking about upgrading to a higher-performance plane than your current ride, you need to read this book.” A student of McGill came away from his instruction saying, “You will be asking yourself: how did I fly before without knowing all these things and having these new skills?” One even called him “the best instructor in [her] 40 years of flying.” The author’s mission in writing Flying the Cessna 210 was to pack it full of the useful information learned in thousands of hours teaching hundreds of Centurion students. Given the reviews and the book’s abundant facts, tips, and techniques, it will help anyone command the Centurion for the best performance and safety. For more information and to order the book in full-color print or as an ebook, visit http://www.safeflightintl.com. Or download the freshly updated ebook to your iPad from the Apple iBookstore.
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chase. Our success in lowering or eliminating the tax is substantial, even if we are retained after the purchase. ASTC’s experts have prevailed in securing tax adjustments and/or refunds with of an average savings to our clients of over $62,000 or 80.1% of the tax liability as originally proposed by the state. We will work as a team with you and your staff, tailor every engagement to fit the unique needs of your situation, while maintaining compliance with the sales and use tax law. We shield you from the intense scrutinizing and burden of dealing with the tax auditor yourself.
Associated Sales Tax Consultants chairman and CEO Joseph F. Micallef has 40 years experience in the specialized field of taxation ... 10 years as a government tax auditor and 30 years as a business professional, California Courts-qualified tax expert and legislative taxpayer advocate. A private pilot since 1985, Mr. Micallef is a pioneer in the field of aviation taxation having personally trained and supervised many of the self-proclaimed pre-eminent experts in the industry.
(::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-Nine Years of In Flight USA
52
July 2013
FAA MEDICAL CERTIFICATIONS FROM DR. SUSAN BIEGEL Pilots seeking their FAA medical certification for FAA First, Second and Third class may now get their certification with Dr. Susan Biegel. Dr.Biegel is a fully certified FAA Medical examiner, having graduated from Loma Linda University Medical School. Dr.Biegel graduated from an Internal medicine residency from Loma Linda University in 1991 and, because of her broad knowledge of medical subspecialties, she is available to assist you with all your FAA medical exam requirements. Dr.Biegel has been performing FAA examinations for more than 20 years. She and her experienced medical team will
help the most complex medical cases get certified as quickly and efficiently as possible. She offers same day certifications, and great rates for student pilots – just $60. Dr. Biegel is accepting new patients as well, and her range of service extends from coughs, colds and sprains, to treating complex patients with multiple medical issues. She is very serious about keeping her patients flying and as healthy as possible; therefore she offers a full scope of preventative screenings for your convenience. Dr.Biegel recognizes the natural approach to treating medical conditions and therefore offers a full line of
nutritional supplements on the leading edge of nutritional research. “I’m an aviation enthusiast and I love flying – let me personally help to keep you flying and living the joys of being a Pilot,” says Dr. Biegel. Dr. Biegel’s facilities are easy to reach – conveniently located at 1113 Alta Ave, Suite 220 in Upland, Calif. on old US Route 66 (Foothill Blvd), five minutes from Cable airport. For more information or to schedule an appointment call 909/985-1908 or visit her website at www.susanbiegelmd.com.
NEW 2013-2014 AIRCRAFT SPRUCE CATALOG NOW AVAILABLE Aircraft Spruce & Specialty Co. began distributing their new 2013 catalog at EAA’s AirVenture Fly-In. Now exceeding 960 pages in length, the Aircraft Spruce catalog is available in a print format, CD format, and a PDF format. If attending AirVenture, stop by Hangar A, Booth 1022-1029 or Hangar D, Booth 4113-4114 to pick up your free copy. Few people today begin a homebuilt
or restoration project without an Aircraft Spruce catalog. Most people who own a modern, certified aircraft find it invaluable for routine maintenance, upgrades, or pilot supplies. There are hundreds of new products in the catalog as one might expect of a company that offers over 80,000 different items relating to aviation. The catalog lists various composite, wood and metal construction materials,
hardware, airframe parts, engine parts, covering supplies, instruments, avionics, tools, charts, pilot supplies as well as books and videos on every imaginable subject relating to aviation. To request your free copy of the new Aircraft Spruce catalog, please contact Aircraft Spruce at 1-877-4SPRUCE or visit www.aircraftspruce.com
SYBERJET AIRCRAFT ANNOUNCES CEDAR CITY, UTAH AS THE LOCATION ITS HEADQUARTERS AND NEW SJ30 ASSEMBLY PLANT SyberJet Aircraft (SJA) has announced, along with Greg Bell,
Lieutenant Governor of the State of Utah, and other State and local dignitaries, that
it has selected Cedar City, Utah as the location for its headquarters and the new
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SJ30 assembly plant. David J. Grant, Chairman of SyberJet’s parent company, MSC Aerospace, made the announcement during the press event. Grant said, “Our decision to locate the SJ30 assembly facility and SyberJet headquarters in Utah is a result of the incentive package offered by local and State officials and the pro-business climate that exists in the State.” SyberJet’s sister company, Metalcraft Technologies (MTI), has been supporting the aircraft industry for nearly 25 years from Southern Utah. MTI will be a major subcontractor to SJA, manufacturing and assembling the majority of the SJ30 airframe structure. Both state and local governments offered a multi-year tax incentive package with a combined value in excess of $43 million to entice MSC to locate the SJA headquarters and assembly facility in Cedar City and expand MTI’s operations in Utah. Chuck Taylor, SyberJet’s President, commented, “We are pleased with the decision to expand our operations in Utah. Our expansion in Utah, coupled Continued on Page 55
July 2013
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53
DONâ&#x20AC;&#x2122;T JUST SURVIVE, GET RESCUED! Whether you are flying over water, thick forests, or desolate areas, safety and survival equipment can mean the difference between life and death. BanyanPilotShop.net offers a large variety of aviation safety and survival equipment, from PLBs, life vests, life rafts, first aid kits, flashlights and even survival kits. The newest item at BanyanPilot Shop.net is the worldâ&#x20AC;&#x2122;s smallest PLB, rescueME PLB1, from Ocean Signal. Itâ&#x20AC;&#x2122;s 30 percent smaller than other PLBs, has a seven-year battery life, seven-year warranty, 66-channel GPS receiver, bright strobe light, and is easily activated. Visit BanyanPilotShop.net/plb1 for more information. Along with the rescueME PLB1, BanyanPilotShop.net carries the McMurdo
Fast Find 210, and four models from ACR (ResQLink PLB 2880, ACR ResQLink Plus PLB 2881, ACR AquaLink 406 PLB, ACR AqualLink View PLB 2884). Purchase a qualifying ACR model by August 15, 2013 and receive either a $100 rebate or ACRâ&#x20AC;&#x2122;s free survival gear valued at $210. (The free survival gear includes: Firefly3 Strobe Light, 168 piece Survival First Aid Kit, Hot Shot Signal Mirror, Ultra Bright LED Head Lamp, 1 year PLUS subscription to 406Link.) Visit BanyanPilot Shop.net/ACR for more information. BanyanPilotShop.net also offers a large variety of pilot supplies and aviation electronics, such as Garmin 796, Bose A20 headset, and the new Delorme inReach 2Way Communicator. In addition, the online store offers AVTRIP points, Garmin
updates, chart reseller program, aviation headset buy-back program, headset perfect fit program, and international shipping. BanyanPilotShop.net accepts PayPal and most major credit cards. Banyan Pilot Shop, one of the largest pilot shops in the country, is located at Fort Lauderdale Executive Airport, 5320 NW 20th Terrace, Fort Lauderdale, Fla. Itâ&#x20AC;&#x2122;s an experience for anyone that enjoys aviation. The entryway features a compass rose inlaid in the floor, propellers jutting out from the wall and runway lighting down the center of the store. A Gulfstream II fuselage offers the opportunity to fly using simulator software. With one of the largest selections of headsets available, pilots welcome the â&#x20AC;&#x153;try before you buyâ&#x20AC;? option and having
their questions answered by a knowledgeable staff. The store offers a loyalty program, fingerprint service, and student discount program. For more information, visit BanyanPilotShop.net.
COCKPIT TIME/WEATHER STATION
Hereâ&#x20AC;&#x2122;s a really cool Cockpit Time/Weather Station that resembles the look of a cockpit that any aircraft owner would love. The outer dials are clocks with the right hand side clock showing Military time. The smaller dials show the
temperature and humidity. The color of the case is black and it is made out of wood with metal accent panels that give it a unique look. This item has a nice weight to it and would make the perfect desk accessory for any pilot, student pilot, or aviation enthusiast. Open the lift by lifting the convenient top handles to reveal a storage area that has four partitions. Pens, change, stamps, paper clips or whatever youâ&#x20AC;&#x2122;d like would fit perfectly in
UNIQUE AEROSPACE WEBSITE CONTENT TO BE PUBLISHED WEEKLY ON WINGSOVERTHEWORLD.COM Newly developed plans are to dig into the elusive and often unusual aerospace areas with in-depth investigative reporting/editing and posting of features offering new directions into our aerospace world and beyond. The site located at www.wingsovertheworld.com was originally created to serve National and International aviation and aerospace interests with news, feature articles and videoâ&#x20AC;&#x2122;s of unique subject content. Now, the editors are pushing the journalistic envelope to expand content on a frequent weekly basis. Earlier this year in the launch issue, a few of the feature story subjectâ&#x20AC;&#x2122;s were, Cyber Warfare, The Rise of Putin And The Probability of a New Cold War, The Amelia Earhart Disappearance Mystery, and other features. The site will still feature Aeronautic News, Videoâ&#x20AC;&#x2122;s, The Space Program, and
other relevant categories as well. Wings Over The World website owner/writer/editor Carl Chance said, â&#x20AC;&#x153;The development of aviation and aerospace over the last century has unfolded progressively and extraordinarily under the vision and creativity of the worldâ&#x20AC;&#x2122;s aviation pioneers. My goal is to continue expanding upon the stories â&#x20AC;&#x201C; past, present and future â&#x20AC;&#x201C; yet to be told.â&#x20AC;? Chance is a former News Consultant/ Correspondent and TV Producer/Writer/ Reporter for Wingspan Air & Space Channel. Chance also serves on the Board of Directors of the Kansas Aviation Museum and produces a Kansas Aviation site located at www.wingsoverkansas.com. To access Wings Over The World, log on to www.wingsovertheworld.com and for Wings Over Kansas, log on to www.wingsoverkansas.com
this neat case. A stainless-steel plate comes with it that has the Boeing logo and the word BOEING on it. You can choose to secure it to the top, leave it off or even custom engrave your own plate. Activating the clock batteries is as easy as pulling two tabs located under the
lid. The unit measures approximately 11.81-inches long by 4.13-inches wide and 2.36-inches high. Manufactured for Boeing. Imported. This truly handsome item will be treasured for years and is available for purchase on-line at BanyanPilotShop.net/case
Initial Type Ratings and Recurrent Training CJ1 Full Flight Simulator CJ1+, CJ2, CJ2+, CJ3 and CJ4 Differnces FAA and Insurance Company Approved 2100 Palomar Airport Rd. Suite 202 Carlsbad, CA 92011 888.FLY.LOFT WWW.LOFT.AERO
KCRQ
Celebrating Twenty-Nine Years of In Flight USA
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AERODYNAMIC REFINEMENT All pilots want to go faster, climb better and get better range from their airplanes. For the wet wing twin Cessna pilot/owner, mod options that achieve these goals have been very limited until now. Premiere-Aviation Inc., located in Concord, Calif. has developed, refined and certified a wheel cover for the exposed main landing gear of Cessna twins. The results are nothing short of amazing. They dramatically improve per-
formance and safety, which will certainly put a big grin on your face! While simple in concept, the new design results in a fuel savings of five to 10 percent depending on how you use the increased lift and performance improvement. What is most impressive is that while they work at all altitudes, they work even better when heavy or up high due to the higher angle of attack. We all know that when flying a cabin-class piston twin
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BEST PISTON TWINS
at heavier weights, the climb is less than spirited, and climbing through ice to a safe altitude is like going to the dentist. In an unmodified heavy airplane, often climbing above FL180 was hardly worth it. Now you can climb directly to FL 250 at record rates without loosing climb rate in the thinner air. Increasing climb rates, which reduce time to climb by up to 10 percent, will save fuel in several ways. First, climb time at the slower speed is reduced, which reduces fuel used to reach cruise altitude and speed. Once level, the higher TAS will increase NMPG (nautical miles per gallon). Less fuel used to climb and cruise will reduce fuel needed to go from point A to B, which will lower weight, which will improve climb rate as well. This is like having your cake and eating it too. “The fit of your parts is the best I have seen as a mechanic for 30 years. You are the first to make claimed speed and climb gains that are real. I got the 6 percent you said – 6 percent climb and 6 percent cruise – they are great! Speed which should have been 216 KTAS, increased to 228 KTAS with hubcaps. The best speed mod I have done. Most value for the money spent,” says one owner/pilot, and a happy customer. Another customer reported, “I was able to climb at 138 KIAS instead of 125 KIAS, the climb rate was 900-plus FPM when heavy at 75 percent power thru 17,000 feet and maintaining 600-700 FPM all the way to 25,000 feet. At that altitude, with 27 inches of manifold pressure and 1750 RPM, I was achieving a true airspeed of 212 KTAS at 55 percent power. The plane felt more solid and was easy to hand fly at that altitude (25,000 feet!).” The wheel covers recover the turbulent flow over the exposed wheel halves of the main gear and, more importantly, retain laminar flow over the aft section behind the gear, which increases lift generated. This increases the effective wing area of the aircraft, while reducing drag. The shape and design have been engineered and perfected with the use of CAD (computer assisted design) technology, which is
covered by a United States patent. Currently Premeire-Aviation’s wheel covers are approved for the 402C, 414A and 421C. FAA paperwork is being processed to add the Cessna 425 and 441 Conquest series. Premeire-Aviation has two Cessna 425s flying now with the wheel covers and have recorded cruise speed increases of 9 KTAS at FL250 (both with spar straps). Similarly, the Cessna 421Cs have been reporting cruise speed increases of 6-13 KTAS at various altitudes. Twinengine climb rate increases have ranged from 100 FPM at sea level to as much as 350 FPM at, and above, FL200. Pilots are reporting that their planes are climbing better, even with a higher climb speed. Higher climb speeds and the resulting lower angle-of-attack will certainly reduce the time and surface area exposed to icing conditions, which has been, and continues to be a concern to all 400 series cabin-class operators. The ability to climb through FL200 without having to pitch up to 120-125 KIAS will greatly increase the safety margin and reduce pilot stress. Besides the improved performance, fuel efficiency, payload and range, the added performance will most certainly improve the resale value of wheel cover equipped aircraft. The STC l will help ensure the 400 series remains a serious contender among the cost effective travel options for business and personal travel for entrepreneurs' and small businesses. Premiere-Aviation Inc. is a small company based in Concord, Calif. (KCCR) and can be reached at 925/788-9010, premiereaviation@comcast.net or visit their website www.premiere-aviation.net. The cost of the STC including all components is being held at $2,000. This puts it as the best value in performance improvement options available in the general aviation industry. PremiereAviation Inc. has several additional modifications that will be certified in 2013 that will further reduce the gap between the 400 series pressurized twins and the King Air 90 series.
Check the Events Calender!
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July 2013
www.inflightusa.com
ELIMINATE TANGLED CORDS AND TUBES, MAKE FLYING MORE ENJOYABLE Building on its leadership as the number one in engineered aviation oxygen systems, Mountain High’s new breathing oxygen technology is the “E-Z Breathe Boom Cannula Oxygen Delivery System.” The MH E-Z Breathe is the only single unit, mike boom cannula currently available that fit the entire line of MH oxygen EDS Pulse-Demand systems for general aviation. The MH EDS oxygen device with the patented digital electronic “Pulse Demand” *FADOC oxygen delivery system and the E-Z Breathe Boom Cannula combination enables the general aviation pilot and passenger to fly at pressure altitudes up to flight level 180 with safety and comfort. The MH EDS digital pulse demand system reduces oxygen consumption dramatically and along with the E-Z Breathe Boom Cannula eliminate the mike cords and oxygen tube from being a tangled mess. Different from the “standard” constant flow systems, the MH EDS E-Z Breathe Boom Cannula combination wastes no oxygen during the breathing cycle (exhaling and pausing before inhaling again) when oxygen is not being delivered to the lungs. Studies show that 90 percent of the oxygen supplied by the MH EDS is transferred to the blood. The average user will enjoy a conservative consumption drop of four times compared to the constant flow systems. Easy to install and use, the MH EDS E-Z Breathe Boom Cannula and MH EDS combination reduces oxygen system workload to almost nil. There are no oxygen flow indicators to watch or manually operated constant flow valves to adjust due to altitude changes. Two push buttons cycle the MH EDS through the various modes that automatically deliver the required supplemental oxygen pulses for various altitudes for the pilot. The E-
Z Breathe Boom Cannula makes it easy to carry on a conversation (remember to breathe through your nose while talking), eat as well as drink. The complete E-Z Breathe Boom Cannula consists of an easy attach arm that will fit the mike boom on most headsets, oxygen tubing to attach to the oxygen flow device and two nose pieces, one medium and one small. The complete EZ Breathe Boom Cannula Oxygen Delivery System is $79. A variety of oxygen options are available to meet specific needs of the individual pilot. Options include MH EDS Pulse-Demand portable oxygen delivery units, extremely lightweight composite cylinders in a number of sizes, regulators, adapters, in-panel systems, brackets, connectors, masks and service lines to name a few. The E-Z Breathe Boom Cannula, or an EDS system and options can be ordered, with quick delivery, from Mountain High Equipment & Supply Company, the designer and manufacturer of the systems. To order, contact Mountain High Equipment & Supply toll free at 800/468-8185 or email sales@MHoxygen.com. MH products are made in the USA.
SyberJet Aircraft Continued from Page 52 with our existing San Antonio operations, will allow SJA to fly new SJ30s off the runway at the Cedar City Municipal Airport (“KCDC”).” SyberJet’s plans call for completing the development and certification of a
new SyberVision avionics suite and ramping up the SJ30 production line in Cedar City over the next two years. For more information, visit www.sj30jet.com or contact Chuck Taylor at 435/238-7165 or Mark Fairchild at 210/764-3500 x2104.
55
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION
1979 Beechcraft F33A
1975 Cessna 177B Cardinal
287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$109,950
500 SMOH, 2800 TTSN, Like New Hangared California Airplane ......................................$49,950
1978 Cessna 177 RG Cardinal II
1978 Piper Archer II 181
3657 TTSN, 1881 SMOH, Digital IFR, A/P, Nice original condition, One owner last 24 years, NDH,.....................................$64,950
1020 SFRMAN, 6900 TTSN, King IFR, DME, A/P, Very Nice Original Paint, Recent Interior, NDH, .................................$39,950
1982 Piper Warrior II 161
1975 Cessna T210L
1945 SMOH, 8026 TTSN, Digital IFR, DME, NDH, Well Maintained ........$27,950
2268 TTS, 264 SFRMAN, GPS, A/P, Digital IFR, Original Paint, New Interior, Hangared CA Airplane.................................................$89,950
1979 Piper Warrior II 161
1967 Cessna 150
1500 SFOH, 6200 TTSN, Digital IFR, 6679 TTSN, 939 SMOH, Very nice and well Century 1 A/P, Nice Paint and Interior, taken care of Original condition, NDH...............................................$34,950 NDH...............................................$16,950
1967 Piper Cherokee 180
1978 Cessna 172 Skyhawk Texas Taildragger
426 SFRMAN, 4041 TTSN, Garmin GPS, last owner flew it every Saturday since 1980 ......................................................$25,950
1600 TTSN, 200 SFRAM, Digital IFR, Original paint and interior, NDH......$39,950
2000 Gallon Ford Aircraft Refueler, runs and pumps fuel, ................................$2,500
360 Gallon Internation Aircraft Refueler, runs and pumps fuel, ......................$2,500
LD O S
LD O S
2008 Cessna 172SP Skyhawk
2001 Cessna 172R
993 TTSN, G1000 Avionics, Leather Interior, One California Hangared Airplane Since New, NDH, Like New ........$219,950
2001 Cessna 172R, 2000 TTSN, King Package, Color GPS, KAP 140 A/P .......... ......................................................$89,950
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-Nine Years of In Flight USA
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July 2013
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.
Phone: (650) 358-9908 Fax: (650) 358-9254 (09*9(-;
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Right top to bottom: Cliff Robinson races a motorcycle down the runway in his modified PT-17 Stearman. Robinson, an airshow veteran, has appeared in more than 300 airshows during his career; Nathan Davis “CheckerTail” P-51 was on static display at Kokomo Indiana Airshow. The P-51 carries the nickname Lil Margaret; Marty Tibbits flew his TEMCO Pinto jet in an aerobatic routineat the 5th annual ”Wings and Wheels” show. The Pinto jet was developed by Texas Engineering and Manufacturing Co. (Temco) and 14 were built for the US Navy, but never used in service; A YAK-52 taxis in front of the crowd at the 2013 Kokomo “Wings and Wheels” show. The YAK-52 is still being used as primary trainer in Eastern Europe.
Celebrating Twenty-Nine Years of In Flight USA
58
July 2013
AD INDEX ACT ..........................................14
Aviat ..........................................34
Harbor Freight ..........................43
San Carlos Aviation Supply ....12
Aerozona Parts..........................46
Aviation Insurance Resources..22
Hartwig......................................20
Schweiss Bi-Fold Doors ..........46
Aircraft Insurance Agency ......16
Banyan Air Service ..................37
Hitchcock Aviation LLC ..........54
Select AirParts ..........................60
Aircraft Magneto Service ........46
Captain Data..............................33
HME Watches ..........................32
Stanford Research Lab ............47
Aircraft Specialties Service......19
Catalina Air Show ....................49
Jorgenson Lawrence ................58
Sterling Air................................13
Aircraft Spruce..........................15
Chino Aircraft Sales ................42
JT Evans ......................................4
Steve Weaver Aircraft Sales ....33
Airport Shoppe ......................2, 3
Corona Air Venture ..................26
Kitfox Aircraft ..........................47
Straight Path Flight Simulation14
Airtronics ..................................44
Corona Aircraft Engines ..........31
Loft ............................................53
Tiffin Air....................................50
Alliance Intl. Aviation (AIA) ..28
Divorce for Men ......................24
Loop Net ..................................50
TJ Aircraft Sales ......................23
American Aerobatics ................13
Dr. Susan Biegel, MD ..............14
Mountain High Oxygen ............7
TravelAir ..................................10
American Aircraft Sales ..........55
Eddie Andreini ..........................36
NBAA ......................................35
USA Aircraft Brokers ................7
AOPA ..........................................9
Flabob Flying circus ..................6
Old School Aviation ................45
Victory Girl ..............................17
Arizona Soaring........................52
Fly It....................................21, 59
Premiere Aviation ....................41
Vista Aviation ....................11, 25
Arizona Type Ratings ..............24
Flying Tigers Wine ..................16
QREF Media ............................18
Wicks Aircraft ..........................27
Assoc. Sales Tax Consultants ..51
Giottos ......................................10
R&M Steel ................................33
Wisconsin Aviation ............12, 30
Avaition Gifts by Wileman ......46
Gibson Aviation ........................22
Safe Flight ................................20
Zanette Aircraft Insurance..........5
“Still Specializing In First Time Buyers And Student Pilots Needs" Whatt a Blast,, It'ss July,, Parties,, Food d and d Greatt Flyingg Weather
1977 Piper 140 Hot Rod plus the RAM conversion & Tuned Exhaust
1973 Cessna 310Q, Great Maintenance, great times, great flying
Amazing 1976 A-36 with an 80K investment Firewall Forward
Best 1999 Pitts S2C in our time Zone
1973 Low time 182, always hangared beauty! Plus Fresh Annual.
Rare 1971 Low Time Piper 235-loaded!
1980 182 Skylane II, Best log books ever and loaded with Mods.
Unbelievable deal . . . 2000 Husky A-1B "100 TT", yep and it's loaded . . . Fresh Annual Plus M.T. Prop
JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT HOME OF WHAT’S UP?! AIRSHOW ENTERTAINMENT
Voted Best “After the Sale Customer Service” for the 18th Straight Year
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
GREAT NEWS FOR HELICOPTER TRAINING CENTERS • Increase Net Profits Per Student by More Than $10,000 • Increase Helicopter Training Time Availability • Offer Customers More Competitive Pricing • Increase Income for Professional Flight Instructors • Let Your Flyit Simulator Pay for Itself • Airport Familiarization, Complex Airspace, Training, Confined Area Ops, IIMC Training
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Parts for All models – Musketeer through King Air .EW s /VERHAULED s 5SED
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