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In Flight USA Celebrating 30 Years
ON
THE
November 2014
COVER...
THREE LAPS AROUND THE BAY WITH THE BLUES AND SEAN D. TUCKER By Sagar Pathak
F
or as long as I can remember, the United States Navy Blue Angels flight demonstration team and San Francisco’s Fleet Week was synonymous with each other. Having grown up in the Bay Area, every October I was guaranteed two things: in early October, I would be turning a year older and the sweet, sweet sound of jet noise. So when the city of San Francisco cancelled Fleet Week in 2013, I was devastated. Was it really even my birthday if I didn’t see the six blue and gold jets flying over the iconic Golden Gate Bridge? It didn’t feel right. When it was announced that in 2014, the city would be bringing back Fleet Week, and were having the Blue Angels headline, I was beyond elated. Balance had been restored. Another iconic presence in the world of aviation would also be present at Fleet Week, none other then Sean D. Tucker. What Top Gun and the Blue Angels have done for the U.S. Navy, Sean D. Tucker
The formation turns to the north and flies over the iconic San Francisco fog. (Sagar Pathak)
is that to general aviation. An inspiration to pilots around the globe, Tucker has been performing at airshows across the United States in his custom-built red biplane, the Oracle Challenger III, for more than 30 years, and a leading proponent of aviation safety, Tucker flies his plane to the edge of the envelope demonstrating breathtaking maneuvers in an aerial ballet of precision, much like the Blue Angels. And when he’s not flying airshows, he’s teaching others how to fly safe at the Tutima Academy of Aviation Safety, just outside of Monterey, Calif. So when the opportunity to do an air- to-air over the skies of San Francisco presented itself, I jumped at it. The Blue Angels and their F/A-18C Hornets, some of the oldest in the fleet, fly the jets showing off their speed and precise formations. Tucker shows the agility of pushing the human body to extreme g forces while showing off precise aerobatic maneuvers. Both aerial acts would perform during the show, but for 13 minutes, Continued on Page 10
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Volume 31, Number 3
November 2014
ON THE COVER IN THIS ISSUE
PHOTO FINISH
THREE LAPS AROUND THE BAY WITH THE BLUES AND SEAN TUCKER
SAN FRANCISCO’S 2014 FLEET WEEK Photo Essay by Sagar Pathak Page 57
By Sagar Pathak Page 4
Cover Photo By Sagar Pathak / horizontalrain.com
NEWS NBAA Airs Concerns at FAA’s ADS-B “Call To Action”..............8 Type Clubs To DOT: Expedite Third-Class Medical Review ........8 AOPA Works To End Border Crossing Frustrations ..................11 Britain's Lamb Wins Red Bull World Championship ................16 EAA To FAA: ADS-B Mandate Fraught With Hurdles For GA ..19 AOPA’s 2014 Flight Training Excellence Award Winners..........22 Special EAA Surprise for WWII Vet ............................................27 NBAA Responds To USA Today’s Latest Distortions................33 Klapmeier Brothers Inducted Into National Aviation HOF........41 Google Exec’s Stratospheric Skydive Sets World Record ......43 Students Thrive in EAA’s ‘Sponsor A Classroom’ Program ....46 Thirteen Texas EAAers Receive Master Pilot Award ................46 Patty Wagstaff, Southeast Aero Create Aviation Synergy ........55
FEATURES & SPECIAL SECTIONS
COLUMNS
Editorial: Editorial: Well and Truly Grounded by Ed Downs..................................................................6
Contrails: Looking for Bubba
UAS Enhance Safety, Expand Filmmaking Industry By Shannon Kern ..........................................................12 Nigel Lamb Interview: First World Championship Contributed By Red Bull ................................................20 On the Wings of Young Eagles By Donia Moore ............................................................28 Ramstein Airmen Support Ebola Fight, Mitigate Risks By Staff Sgt. Sara Keller, 86th Airlift Wing Public Affairs ......36 Cross Country Planning By Shannon Kern ................................................................38
by Steve Weaver ..............17
What’s Up!?: Un-Controlled Airport Traffic
by Larry Shapiro ..............26
Flying wIth Faber: Thanksgiving With Faber
by Stuart J. Faber ............29
From Skies to Stars: Andromeda
by Ed Downs ..................38 Safe Landings: Non-Towered Aircraft Operations..........42 The Pylon Place: 2014 NCAR Review, Part 2 by Marilyn Dash ..............45
DEPARTMENTS Headlines Online (www.inflightusa.com) ....................7 Calendar of Events ........................................................9 Goodies & Gadgets ......................................................39 Classifieds ....................................................................56 Index of Advertisers ....................................................58
SPECIAL SECTION: NBAA 2014, A SUCCESS.................49
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In Flight USA Celebrating 30 Years
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November 2014
Editorial
WELL
T
AND
By Ed Downs
TRULY GROUNDED
here’s a trick to avoiding having the FAA ground you for medical reasons. Just like in telling a joke, the answer is “timing.” In my latest case, the problem is scoliosis, meaning, that my spine is not straight, but rather looks like the ground track of a pilot landing with a tailwheel for the first time. That spinal curvature puts pressure on the nerves coming out of the spinal column (stenosis) and causes pain. I’m guessing that it could eventually cause full lack of functionality. The king-kong fix for this is spinal fusion, meaning, the doctor opens his erector-set catalog to “implants” and gets all the metal bits and pieces to hold the selected vertebra in place until they can grow together, i.e., fuse. The downside of this is that with those vertebra rigidly affixed, stresses accumulate at the end of the fused region. A real world example is that on many sailplanes with extra stiffening around the spoilers, eventually, the paint cracks around the end of the spoilers, indicating the stress. I’ve now had L-1 through L-5 fused, and on day 16, the healing is progressing well in my first person, if medically untrained, opinion. So how do you do this kind of thing in a way that will minimize FAA hassles? My regular FAA physical was due to expire in January when the recovery may or may not have been complete enough to pass. So step one is to move up the FAA physical before the surgery, and I was able to get a second class, needing only to have glasses in my possession for near vision. I also got instrument current, so I will be able to become instrument current again based on recent experience, not an IPC. And I flew the RV-8 just to keep things current there. I won’t be driving until I’m off the Percocet, and right now, my body does not need them every four hours, but their job is to keep you ahead of the pain, not to relieve the pain. ••••• Part of the major surgery routine these days to avoid deep vein thrombosis is inflatable leggings. The drill starts when the nurse opens the package and puts the plastic wrapper over the toes and end of one foot. The next step is to pull one stocking on over the plastic, up your leg, and then to pull the plastic bag out through the toe hole. Repeat on the other side. Then a large flap of tube-lined plastic is wrapped around each lower leg, secured with velcro, and plugged in to the
power source. It’s not uncomfortable, and not distracting, but definitely curious. Being a real man and a pilot, I referred to this as my G-suit. Post-surgery, I got a back brace, an ingenious device that looks like a prowrestler championship belt, but with a pad in the back made of plastic around the rim and cloth in the middle. Permanent laces are on each side with pull-tabs, so it is easy to tighten and release. The name G-suit already being taken, this is called the parachute harness. A friend gave me a ride home from the hospital, and we had to stop halfway home so that I could stretch a bit. Also, L1- L5 were complaining about the vertical jostling of riding on the freeway. Have you ever noticed that certified airplanes have seats with springs while homebuilts do not? I wonder if when I’m fully recovered, I’ll need seats with springs. A side effect of the medications and everything is that I have lost about nine pounds these first two weeks. I hope I can get rid of another eight. •• ••• Garmin finally put round dials on their new G3X Touch, the big screen version. They did it right by using the synthetic vision as the horizon depiction. They also let the turn coordinator in as one option, and that exposes a curious point – the turn coordinator on the glass cockpit comes from the same sensors as the rest of the attitude displays, so it “makes no sense” to have the instrument there. On the other hand, for pilots who use the turn coordinator to make sure the standard rate is achieved, this minimizes the transition. If it were me, I’d put power gauges there as an option, with manifold pressure on the outside and tach on the inside, osculating, not concentric. They do have an option for a G-meter to go in that spot ••••• A friend, a good friend, has flown west. The ideas below are probably correct, and are presented in the hopes that they will keep some of the rest of us from going to our eternal reward prematurely. My friend was, I believe, primarily a low lands pilot. He had just bought a plane in California and flown out to bring it back to the Midwest. The particular plane he bought is a very popular sport plane, but in my professional opinion, the Continued on Page 13
November 2014
HEADLINES ONLINE
www.inflightusa.com
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Visit In Flight USA’s website to read these stories and more...
at www.inflightusa.com
GLOBAL JET CAPITAL LAUNCHES AT 2014 NBAA CONVENTION TO SERVE LONG-RANGE BUSINESS JET LEASING AND FINANCING MARKET Global Jet Capital, a new company providing leasing and lending solutions for largecabin, long-range business jets, has officially begun operations. Three global investment firms – GSO Capital Partners, a Blackstone company in partnership with Franklin Square Capital Partners; The Carlyle Group; and AE Industrial Partners – have partnered to launch the company, which has the financial capacity to fund more than $2 billion in aircraft financing for individual, corporate and government use globally. Read more...
GENUINE HAWKER WINGLETS RECEIVE FAA CERTIFICATION FOR HAWKER 400XPR UPGRADE PROGRAM Beechcraft Corporation announced at the National Business Aviation Association (NBAA) Convention & Exhibition in Orlando that its Hawker 400XPR winglet testing and certification is complete. Genuine Hawker Winglets are now available for installation on Beechjet 400A / Hawker 400XP aircraft at Textron Aviation service centers. “Genuine Hawker Winglets deliver distinct performance improvements while maintaining wing life and aircraft inspection schedules,” said Brad Thress, senior vice president, Customer Service. “These winglets will save owners time and money with improved fuel economy, reduction in time-to-climb and more range than ever before, not to mention the added ramp appeal.” Read more...
BEECHCRAFT COMPLETES NONSTOP HAWAII FLIGHTS WITH STANDARD PRODUCTION MULTI-MISSION KING AIR 350ER Beechcraft Corporation, a subsidiary of Textron Aviation Inc., a Textron Inc. company, announced recently at the National Business Aviation Association (NBAA) Convention & Exhibition that company pilots recently flew a standard production King Air 350ER aircraft nonstop between California’s Napa County Airport (KAPC) to Hawaii’s Honolulu International Airport (PHNL). “This is the first time a King Air class airplane has made the California to Hawaii leg without additional ferry fuel tanks,” said Dan Keady, vice president, Special Missions. “We’ve been touting the King Air 350ER’s endurance, range, payload and mission flexibility, and now we’ve demonstrated the airplane’s unique deployment capabilities.” Read more...
NBAA SUPPORTS FUTURE BUSINESS AVIATION LEADERS WITH SCHOLARSHIPS The National Business Aviation Association (NBAA), through NBAA Charities, offers a wide range of scholarships that support young people seeking careers in business aviation. Last month, at NBAA's Business Aviation Convention & Exhibition (NBAA2014), students were recognized for receiving the following awards: UAA Janice K. Barden Aviation Scholarship, Alan H. Conklin Business Aviation Management Scholarship, William M. Fanning Maintenance Scholarship, Lawrence Ginocchio Aviation Scholarship, NORDAM Dee Howard/Eitenne Fage Scholarship and the new Eddie Queen Aviation Management Scholarship. Read more...
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In Flight USA Celebrating 30 Years
November 2014
THE ADS-B MANDATE
By Mark Baker President and CEO AOPA
A
t this time of year, many of us start thinking about enjoying the holidays, spending time with family and friends, and what the new year will hold. But this year, I’m thinking ahead to what’s supposed to happen on Jan. 1, 2020. That’s the deadline, set by the FAA, for all aircraft to be equipped with ADS-B Out if they want to fly in airspace where a Mode C transponder is required today. As things stand today, much about this mandate is still a little murky. Aircraft owners are unsure exactly what equipment they
need, when they should buy it, and whether it’s worth spending $5,000 to $6,000 or more to equip an airplane that may be worth only a few times that amount. Then there’s the question of benefits. Just what do you get for your investment? As of now, you get to keep using the same airspace you use today. Hmm. A recent report from the Department of Transportation’s Inspector General found significant problems with ADS-B implementation. Along with cost overruns, delays, certification issues, and questions about data integrity, the report cites one more sweeping problem—a “lack of benefits.” The issues are serious enough that the Inspector General’s
report questions whether the billions of dollars already invested in ADS-B will ever pay off. Of course, ADS-B has the potential to deliver real benefits to pilots. ADS-B In, for example, can bring weather and traffic information into the cockpit. It’s not part of the mandate and exactly what the FAA will require in certified ADS-B In equipment is still up in the air, making many aircraft owners understandably reluctant to invest. For now, ADS-B In can be used only for “advisory” purposes and not for navigation. Questions about gaps in coverage, training delays, and other challenges are adding to the confusion over ADS-B.
2020 will be here before we know it, and according to the Inspector General’s report, the FAA may not be ready. While it’s frustrating that ADS-B implementation has so many challenges, I am hopeful that the results of the Inspector General’s report will lead the FAA to take a hard look at the current situation and work closely with industry organizations like AOPA to make needed changes. The FAA can’t keep doing the same old things and expect different results. We need new solutions that give aircraft owners and pilots affordable, flexible options. We’re ready to help the FAA understand and meet pilot needs. Now let’s see if they’re ready to listen.
NBAA AIRS MEMBER CONCERNS AT FAA’S ADS-B “CALL TO ACTION” SUMMIT Doug Carr, NBAA’s vice president of regulatory and international affairs, shared Member Companies’ concerns about the Automatic Dependent Surveillance – Broadcast (ADS-B) system at the FAA’s “Call to Action” summit, held Oct. 28 in Washington, DC. The meeting attracted more than 100 representatives from government and industry organizations. The FAA’s goal for the summit was to work with industry representatives to identify and overcome the barriers to operators equipping with ADS-B Out avionics by the Jan. 1, 2020 deadline. Carr expressed concerns about the challenges of maintaining privacy on ADS-B Out equipped aircraft, while other industry representatives relayed a variety of concerns of aircraft owners and operators, including questions regarding the overall benefit of ADS-B. The agency remains focused on tout-
TYPE CLUBS By EAA Staff Late last month, members of the Type Club Coalition (TCC), a group of type clubs and aviation safety organizations established to create and disseminate safety training information, sent a letter to Transportation Secretary Anthony Foxx and Office of Management and Budget (OMB) Director Shaun Donovan urging those
ing the benefits of ADS-B, including the decreased likelihood of mid-air collisions, more efficient routings and fuel savings, while acknowledging that industry concerns need reasonable solutions to encourage greater equipage. “The ADS-B summit was a worthwhile effort to identify and share industry challenges to meeting the Jan. 1, 2020 deadline,” said Carr. “Over the course of the day, we identified a number of obstacles and offered potential solutions across a number of broad areas, including the implementation timeline, pilot and operator education, greater benefits of ADS-B and harmonization with the international community.” Only a fraction of the active aircraft on the U.S. registry have been equipped with the GPS receiver, 1090 MHz extended quitter or 978 MHz universal access transceiver, and antenna required for ADS-B Out compliance. Data presented by the Aircraft Electronics
TO
Association (AEA) suggested that the industry would need to equip 85 aircraft per day to meet the 2020 deadline. Instead, AEA member companies average 75 Part 25 aircraft ADS-B retrofits per year. Equipping a Part 25 aircraft requires approximately 57 man-hours over an average of 11 working days. Part 23 aircraft equipage requires approximately 34 man-hours. AEA member companies report averaging 60 ADS-B installations on Part 23 airplanes per year. Going forward, the ADS-B initiative will be managed by the NextGen Institute in a working group called “Equip 2020.” The group will be led by U.S. Air Force Major General (ret.) Marke “Hoot” Gibson, who is the executive director of the NextGen Institute, and will meet in November to discuss the industries’ challenges and potential solutions. For many years, NBAA has been deeply involved in helping to ensure that
NextGen planning addresses the needs of business aviation. NBAA President and CEO Ed Bolen was appointed by the FAA administrator to serve on the agency’s NextGen advisory committee. Steve Brown, NBAA’s chief operating officer, serves on the National Research Council, which provides guidance on FAA’s NextGen research programs. Bob Lamond, NBAA’s director of air traffic services and infrastructure, along with several members of NBAA’s Air Traffic Services group, are on numerous working groups that deal with NextGen equipage, including ADS-B. “NBAA has been engaged on ADSB with the FAA for many years, and we will continue that engagement as we approach the 2020 deadline,” said Carr. “However, aircraft owners and operators should begin assessing their path to compliance today as the FAA reaffirmed that the 2020 mandate is here to stay.”
DOT: EXPEDITE THIRD-CLASS MEDICAL REVIEW
organizations to expedite review of the FAA’s notice of proposed rulemaking (NPRM) regarding third-class medical certification reform. Both organizations must review and approve the FAA’s proposal before the NPRM contents can be opened to the public for comments. In this letter, TCC states that “the current medical certification process is unnecessarily bureaucratic,” noting that “many otherwise active pilots stop flying
every year, not because they can’t qualify for a medical certificate, but because the cost and effort of obtaining that certificate is too burdensome.” It also mentions that educating pilots about aeromedical factors and allowing them to make informed day-to-day decisions, with their personal physicians’ input, will be “promoting and enhancing safety” compared to the FAA’s current system, which relies on a snapshot of cer-
tain parameters of a pilot’s health to certify flight fitness for a given period of time. The TCC said that pilot education and self-certification have a strong and successful precedent in the sport pilot community, as well as in the glider, ultralight, and ballooning communities. The letter is signed by 17 TCC members and urges officials to complete their review within 30 days of receipt. DOT and OMB received the NPRM in late July.
Visit In Flight USA’s website for the latest aviation news...www.inflightusa.com
November 2014
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Giving It Away This past weekend I had the thrill of giving away an airplane. Itâ&#x20AC;&#x2122;s not something I ever imagined Iâ&#x20AC;&#x2122;d do, but I sure am glad I got the chance to hand the keys of H ILH\[PM\S Ã&#x2026;`PUN THJOPUL to a truly happy pilot. After a loving two-year YLZ[VYH[PVU [OH[ V\[Ã&#x201E;[[LK [OL 1963 AOPA Sweepstakes +LIVUHPY ^P[O [LJOUVSVN` P[Z I\PSKLYZ JV\SK VUS` OH]L KYLHTLK VM P[ ^HZ [PTL MVY [OL HPYWSHUL [V TV]L [V H UL^ OVTL 0[ ^HZ H JVSK :\UKH` TVYUPUN PU 6J[VILY ^OLU [OL IS\L HUK NYLLU +LIVUHPY W\SSLK \W HSVUNZPKL HU 9= Ã&#x2026;`PUN V]LY [OL 4PUULZV[H JV\U[Y`ZPKL ¸;OPZ PZ 4HYR )HRLY [OL WYLZPKLU[ VM (67( OLYL [V WYLZLU[ `V\ ^P[O `V\Y IYHUK UL^ +LIVUHPY ¹ 0 [VSK [OL 9= WPSV[ :[L]L 3HNLYNYLU V]LY [OL T\S[PJVT MYLX\LUJ` )\[ 0 KVU»[ [OPUR OL ILSPL]LK TL ¸@LHO [OH[»Z H NVVK VUL ¹ OL ZHPK ^P[O H JO\JRSL ¸0[»Z HSZV [Y\L ¹ 0 YLZWVUKLK (M[LY :[L]L OHK H ML^ TVTLU[Z MVY [OL UL^Z [V ZPUR PU [OLU H ML^ TVYL [V JHST KV^U ^L MVSSV^LK OPT PU MVY H SHUKPUN H[ OPZ OVTL Ã&#x201E;LSK 3P[JOÃ&#x201E;LSK 4\UPJPWHS (PYWVY[ ;OLYL ^L ^LYL NYLL[LK I` OPZ ^PML [^V KH\NO[LYZ HUK THU` MYPLUKZ·HSS VM ^OVT ^LYL PU VU [OL ZLJYL[ >L SPRL [V Z\YWYPZL [OL ^PUULYZ VM V\Y Z^LLWZ[HRLZ HPYWSHULZ I\[ [OPZ ^HZ VUL VM [OL TVZ[ LSHIVYH[L ZJOLTLZ `L[ PU]VS]PUN )VI *VSSPUZ VM 4PUULZV[H 7\ISPJ 9HKPV ZL]LU V[OLY 9= OVTLI\PSKLYZ HUK WPSV[Z HUK [^V HPYWVY[Z @V\ JHU NL[ HSS [OL KL[HPSZ HUK ^H[JO [OL ]PKLV VU www. aopa.org ;OL ILZ[ WHY[ OHK [V IL ZLLPUN [OL \UHIHZOLK L_JP[LTLU[ HUK ZOVJR VU V\Y ^PUULY»Z MHJL HZ OL JSPTILK V\[ VM OPZ 9= /LHYPUN OPT ZH` [OH[ [OL +LIVUHPY PZ H WLYMLJ[ HPYWSHUL MVY OPZ MHTPS` VM MV\Y ^HZ [OL PJPUN VU [OL JHRL 0 RUV^ THU` VM `V\ HYL KPZHWWVPU[LK [OL +LIVUHPY KPKU»[ LUK \W H[ `V\Y OVTL Ã&#x201E;LSK I\[ [OL Z^LLWZ[HRLZ PZ Q\Z[ HYV\UK [OL JVYULY HUK [OL 9LPTHNPULK ^L»SS IL NP]PUN H^H` ^PSS IL ILH\[PM\SS` YLZ[VYLK HUK \WKH[LK 0[»Z [OL WLYMLJ[ M\U [V Ã&#x2026;` HUK LHZ` [V V^U HPYWSHUL MVY HU`VUL MYVT H UL^ WPSV[ [V HU L_WLYPLUJLK ]L[LYHU :[H` [\ULK ILJH\ZL PU [OL JVTPUN TVU[OZ ^L»SS IL IYPUNPUN [OL 9LPTHNPULK HJYVZZ [OL JV\U[Y` [V KLTVUZ[YH[L ZVTL VM [OL THU` ^H`Z `V\ JHU \ZL [OPZ NYLH[ SP[[SL HPYWSHUL [V L_WLYPLUJL HSS [OL M\U VM Ã&#x2026;`PUN ^P[OV\[ IYLHRPUN [OL IHUR
President & CEO, AOPA
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10
In Flight USA Celebrating 30 Years
November 2014
Three Laps Around the Bay
A Patriotic Tribute in
The 2 F/A-18C Blue Angels fly at near stall speed while Sean D. Tucker flies as fast as he can to stay in formation. (Sagar Pathak)
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Sean D. Tucker gets ready to fire up for another flight in the Oracle Challenger III. (Sagar Pathak) Continued from Page 4 both would fly together in close formation showcasing the grace and agility of two vastly different aerial machines. I arrived at the North Field at Oakland Airport at noon where all the airshow performers flew out of. The Team Oracle camp was a hive of activity. At each show site, a select few children got a chance to learn about aviation first hand by getting in the plane and taking flight with Sean D. Tucker. The Young Eagle’s program, of which Tucker is the Chairman, is a first-hand opportunity to get excited about aviation and learn a bit about math and science. It was really amazing to see the smiles on these kids’ faces as they returned from their flight. Around 2 p.m., after a few kids had gotten the ride of a lifetime, Tucker and our photo ship pilot drove over to the Blue Angels briefing room and met with LCDR David Tickle, Lead Solo. The three pilots poured over a map of San Francisco Bay. The plan was that at 3 p.m. the four-ship Blue Angels Diamond would launch as soon as they got the all clear from the Safety Observer “MO,” then perform their aerial survey to obtain visual landmarks that aid them during the airshow. Towards the end, they would give a weather report to the Solos. If all looked good, at 3:30 p.m, the two Solos, #5 and #6, would launch. We finished the brief that our flight of two, Tucker in his bright red bi-plane and the Seneca photo plane would launch at 4 p.m., rendezvousing with the two Solos over the San Francisco Bay at 3,000 feet. Great plan, but Mother Nature had
other things in mind. The one key to the Blues launching was having the iconic San Francisco Fog, affectionately known locally as “Karl the Fog,” at least three miles away from airshow center. It was 3 p.m., and the show site was fogged in. Three-thirty p.m. came and went with no jet noise. The Blue Angels safety observers at show center said the fog was still rolling in from the west, over the Golden Gate Bridge, but receding over Alcatraz. There was still hope. If the fog rolled back far enough, the Blues would launch! The hours went by as we sat waiting by the Seneca. The brief was over, and finally we heard the roar of the four jets. This was a good sign. Finally, two more jets screamed down the runway and lifted off towards San Francisco. All of sudden our quiet ramp was full of activity. Three photographers and one videographer put on their safety harnesses and strapped into the Piper Seneca with its door off. Tucker hopped into his plane, which was already pre-flighted and we were airborne in a matter of minutes. As we cruised over the city of Oakland and made a lazy left turn over the Bay Bridge, we could see the SF skyContinued on Page 13
November 2014
www.inflightusa.com
AOPA WORKS The Aircraft Owners and Pilots Association (AOPA) is bringing together U.S. and Canadian officials in an effort to make crossing the border a simpler, less cumbersome and more manageable experience for general aviation pilots and passengers. At an Oct. 2 meeting hosted by AOPA in Washington, D.C., U.S. Customs and Border Protection (CBP) leaders met with their counterparts from the Canada Border Services Agency (CBSA) to discuss ways to ease GA border crossings without compromising security. “As things stand today, using GA to cross into and out of the United States can be a frustrating and needlessly difficult experience,” said Craig Spence, AOPA vice president of operations and international affairs. “That’s why we wanted to bring U.S. and Canadian officials together with GA users, so we can begin to solve many of the problems that plague the system today. We want to see a streamlined process, consistent procedures at all entry airports, and an all-around better experience for international travelers.” For the “cross-border summit,” AOPA brought together border protection agency officials from the United States and Canada as well as stakeholders from the aviation community. The gathering was the first step in a longer-term collab-
LAS
TO
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END BORDER CROSSING FRUSTRATIONS
oration. Officials from Mexico were also invited to participate. Canada is in the process of developing an electronic version of its Interactive Advance Passenger Information system, similar to the eAPIS (electronic Advance Passenger Information System) that has been used by GA in the United States since 2008. At the meeting, CBP officials offered to share their insights and experiences in establishing eAPIS in order to help CBSA leaders avoid some of the pitfalls and challenges encountered in the development and implementation of that system. CBP officials said they will continue working on needed improvements to the eAPIS system, including adding electronic submission options, such as the ability to cancel a manifest, as well as providing more services for mobile devices and increasing the use of planeside processing for “trusted travelers.” The agency also said it will work on needed updates to GA operator guidelines and regulations, some of which are unchanged since the 1970s. Both countries have committed to moving toward a risk-based framework for managing border crossings and are looking at how they can work together to ensure a smooth handoff for international travelers.
“This kind of industry-government cooperation is a good way to make sure stakeholder needs are considered at every step along the way and that the governments involved have the opportunity to learn from one another’s experiences,” said Spence. “We hope this event will serve as a model for ongoing discussions with other nations, including Mexico and the Bahamas. “The economic consequences of impeding international travel are too
high. We clearly need some commonsense solutions to the current process, and we will continue to work toward that end,” Spence concluded. In addition to AOPA, CBP, and CBSA, the meeting included representatives from the Canadian Owners and Pilots Association, Experimental Aircraft Association, General Aviation Manufacturers Association, National Air Transportation Association, and National Business Aviation Association. P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254
Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor..........................................................................................Annamarie Buonocore Production Editors ..............................................................................Anne Dobbins, Toni Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen Staff Contributors..................................................................................................S. Mark Rhodes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli 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.
Lafferty Aircraft Sales, Inc. 46 Years Experience • Sales • Brokerage • Acquisitions
1986 B36TC BONANZA
2767 TT, 1213 SMOH, Garmin 530, GDL-69 w/XM weather, stormscope, GTX-330 mode S w/TIS, KFC-150 AP/FD/YD, standby generator, standby vacuum, standby altimeter/attitude.
1981 A36TC BONANZA 3198 TT, 446 SFRMN, King digital radios, GPS, HSI, KFC-200 AP/FD/YD, tip tanks, EDM-800 engine data, oxygen.
1982
PRESSURIZED 58 BARON 3320 TT, 830/830 SMOH by RAM, G-600 PFD/MFD w/synthetic vision, GTN-650 w/fuel flow & WAAS, GDL-69A data downlink w/XM wx/radio, TCAS, stormscope, KFC-250 AP/FD/alt preselect /YD, known ice, EDM-960 engine management, VGs, low thrust detectors, standby gyro.
1999 BEECH B36TC BONANZA 2468 TT, 673 SMOH, Garmin 430 IFR, Garmin GMX-200 MFD, GDL-69A data downlink, WX-1000 stormscope, KFC-225 AP/FD/preselect.
1978 CESSNA 414A 2938 TT, 250/350 SMOH, Garmin 530, Mircoline, GTX330 xpdr w/TIS, raddar, stormscope, moving map, C-800 IFCS, known ice, air, VG’s, EDM-760 engine data, fuel computer.
1983 COLEMILL FOXSTAR 58 BARON 1983 Colemill Foxstar 58 Baron; 3776 TT, 1145/1145 SMOH, Garmin G-600 w/synthetic vision, Garmin 530 WAAS & 430 WAAS, GDL-69A data downlink w/XM wx/radio, Garmin vertical profile radar, TAS-600 active traffic, STec-55X AP/FD/alt preselect/GPSS roll steering/YD, winglets, hydro wing spoilers, engine baffles, fuel computer, EDM-760 GEM.
1968 V35A BONANZA 4398 TT, 1452 SMOH, 1073 STOP, dual Collins Microline, King DME & ADF, HSI, STec-30 w/altitude hold, GEM, flap & gap seals, 4-place intercom w/music input, large baggage door.
1984 TKS ANTI-ICING MOONEY 231 3037 TT, 1267 SFRMN, Garmin 430, MFD, PMA-7000S audio panel, GTX-330 mode S w/TIS, stormscope, KFC-150 AP/FD, TurboPlus intercooler, GAMIs, Merlyn wastegate system, fuel computer, GEM, pulse oxygen system, ski tube.
1989 MALIBU MIRAGE 3039 TT, 1216 SFRMN, Garmin 530 WAAS, moving map, HSI, KFC-150 AP/FD/YD, KAS-297 preselect/alert, known ice,air, spoilers, fuel computer, ground clearance.
Telephone: (408) 293-5352 • Web: www.Laffertyair.com • E-mail: sales@Laffertyaircraft.com San Jose International Airport
12
In Flight USA Celebrating 30 Years
November 2014
UNMANNED AERIAL SYSTEMS ENHANCE SAFETY AND EXPAND THE FILMMAKING INDUSTRY
By Shanon Kern
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n Sept. 25, 2014 the Federal Aviation Administration announced that six aerial photography and video production companies would be granted regulatory exemptions to operate unmanned aerial systems (UAS) in the national airspace for use in the film and television industry. In a summary grant to Aerial Mob, LLC dated Sept. 25, 2014, the FAA found, “the enhanced safety achieved using an unmanned aircraft (UA) with the specifications described by the petitioner and carrying no passengers or crew, rather than a manned aircraft of significantly greater proportions, carrying crew in addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled by this exemption is in the public interest.” The FAA went on to say, “UAS provide an additional tool for the filmmaking industry, adding a greater degree of flexibility, which supplements the current capabilities offered by manned aircraft.” The summary grant also lists the conditions and limitations set forth by the FAA, requiring that the UAS must be operated within a visual line of sight of the PIC, weigh less than 55 pounds, fly below 400ft AGL, and not be flown at a speed exceeding a ground speed of 50 knots. One of the more interesting conditions and limitations are the requirements of the pilot in command (PIC). The FAA is requiring the PIC to possess at minimum a private pilot certificate and a cur-
rent third-class medical certificate. All six companies were granted exemptions from (14 CFR) Section 61.113 (a), which states, “No person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft.” This groundbreaking exemption allows for an individual with a private pilot certificate to receive compensation as PIC of a UAS. This could essentially begin shaping the way for a “new” entry-level pilot position in aviation. In their announcement, U.S. Transportation Secretary, Anthony Foxx, said “Today’s announcement is a significant milestone in broadening commercial UAS use while ensuring we maintain our world-class safety record in all forms of flight” he went on to say, “These companies are blazing a trail that others are already following, offering the promise of new advances in agriculture and utility safety and maintenance” The future of unmanned aircraft in the national airspace will likely pose unique regulatory and safety challenges for the FAA. However, the FAA seems ready and excited for the challenge. Federal Aviation Administration (2014) Six Companies can now fly small UAS following FAA-approved Safety Procedures Shanon Kern is a U.S. Coast Guard veteran, writer, journalist, and photographer from Sacramento, California.
EMBRY-RIDDLE WORLDWIDE TO HOST SMALL UAS CHALLENGE AT WINGS OVER HOUSTON IN NOVEMBER Enthusiasts of small, unmanned aerial systems (sUAS) will have a chance to demonstrate their aircraft and skills during a Small UAS Challenge in Houston Nov. 1 and 2. Sponsored by Embry-Riddle Aeronautical University – Worldwide, the competition is free and open to private, academic and commercial participants. This indoor challenge will feature an obstacle course (emphasizing agility
and maneuverability), dead lift (lifting ability) and time trial (speed over a closed course). Eligible aircraft, which can be no larger than 36 inches and 10 pounds, will require a vertical takeoff and landing. The number of participants is limited, so early registration is recommended. “We’re excited to offer our second Small UAS Challenge during Wings Over Houston,” said David Thirtyacre, Continued on Page 13
November 2014
www.inflightusa.com
13
Three Laps Around the Bay
2014 CESSNA CITATION M2
sn: 525-0811, 31 TTSN! Garmin G-3000 w/ 700AFCS. TCAS II, TAWS-A w/windshear, Garmin Surface Watch, Synthetic Vision (SVT), XM Weather, WX-1000E Stormscope, Electric W/S, fwd lowboy cabinet, airstair cabin entry, 1200W inverter.This brand new ‘M2’is available for immediate inspection and delivery. ............CALL
1947 PIPER CUB PA-12 ‘SUPER CRUISER’
Three Place Classic with only 969 hours total time since new! 21 hours since complete airframe restoration.21 hours since engine overhaul: Lycoming O-290D2 135 H.P.! NARCO 120 COM, 150 TXP w/Enc, Cleveland W&B. Optional Electrical System. Complete & Original Logs – Including original Test Flight on 1-271947. Fresh annual inspection. An incredible value! ..........................................................$59,500
Sean D. Tucker (L) and Blue Angel #5, Lead Solo LCDR David Tickle brief out the details of the photo mission. (Sagar Pathak) 1968 BEECH BARON D55
Continued from Page 10 line. But just a couple of miles due west of the skyline, a giant wall of white engulfed the Golden Gate Bridge and half of the city. So we orbited at 3,000 feet taking pictures of Tucker as he flew just off our left side. Nestled into the right side of the back of the Seneca, I had one other photographer between me and the door and two directly across from me. There were no seats in the back cargo space, so we sat on our butts with our legs extended, slightly bent and criss-crossing each other, shoulders nearly touching. It was loud, windy, and awesome, all at the same time. We had to be extremely cordial and cooperative, as there was no door right next to us. All we had were our harnesses to keep us in the plane and
from falling out. As I was looking through my viewfinder focused on the red biplane, getting as close to the photographer next to me without pushing her towards the open door, I get a tap on my foot with a universal gesture. The Team Oracle photographer pointed his two fingers at his eyes and then out the door towards the back. I looked in that direction. They were approaching! I tried to crane my neck and look backwards, but my harness gave me a gentle jerk to remind me that I was still secure. All I saw was the red bi-plane and blue ocean below us. After what seemed to be an eternity, I saw a brief flash of light off our eight o’clock. Camouflaged against the dark blue ocean water, a shadContinued on Paage 14
Editorial Continued from Page 6 controls are much too sensitive. On his third flight of the day, he took off from an airport at a density altitude of about 7,700 feet and was unable to climb above terrain surrounding the airport. For whatever reason – turbulence, angst, control sensitivity, fatigue, lack of familiarity – the plane apparently stalled, maybe spun, from 200 feet, and my friend was
1977 CESSNA 340A ‘RAM SERIES VII’
4599 TT, 333/333 SMOH on RAM 335 HP engs. 333/333 on factory new Hartzell ‘Scimitar’ props. Known Ice (recent boots). King digital IFR with KMD850 MFD w/IHAS-8000 EGPWS & TAS. SANDEL EHSI, King ART-2000 Color Radar, KLN-94 GPS, Strikfinder, Insight EGT/CHT, Shadin FF, 400B IFCS AP/FD w/YAW, S-Brakes, 183 gals, Fac A/C, Intercoolers + much more! Nice P & I. Northern Nevada last 30 yrs. Ready for immediate inspection and delivery. Reduced from $259,500 to ................................................................$229,500
1979 PIPER SENECA II
killed. This model plane is one that is on my do not fly list because of the handling, and my friend sent me a text message two days after I got home from the hospital, telling me that he had bought it. I wish I would have called him to talk about his purchase and his route home, but I was looped on much-needed Percocet.
ER UAS Challenge Continued from Page 13 assistant professor of aeronautics at Embry-Riddle Worldwide. “We experienced tremendous support for our first competition in Reno in September and look forward to a similar response in Houston––a community that is so deeply
3033 TT SMOH, 1678 SMOH Eng#1, 779 SMOH Eng#2, MX-20 MFD, KCS55A HSI, Apollo M3GPSApproach, STBY Att Gyro, Sigtronics I/c (4 Pl) .......... ..........................................................$74,500
rooted in the aerospace industry. Embry-Riddle Worldwide has a campus in Houston and several other Texas locations. For more information about the Small UAS Challenge, contact Thirtyacre at thirtyad@erau.edu or 702/994-0280.
6251 TT, 576/1003 SMOH eng & props. Certified Known Ice option, Speed Brakes, Two 15 Gal Locker tanks (150 total), Garmin 430 GPS, GMA-340, GTX-330 w/TIS, ASPEN EFD, KWX-56 C-RDR, Co-pilot Inst w/HSI, EDM-760, VG's, T-Plus Intercoolers, GAMI Inj. & much more! All logs, NDH. Good P&I. Hangared in N. Nevada. ......................................$124,500
2006 AMD ZODIAC CH 601 XL
535 hrs TT since new. DYNOIN D10, NAV COM KX155/VOR 208, TRANS GARMIN 327, GPS 196, PM 1000/ Intercom, Two Person push to talk.Electric Trim,FullGyroPanel ..................................$53,500
2008 ZODIAC CH 601 XL SLSA
390 hrs TT since new. GARMIN 496, GMA-340 Audio Panel w/MB, SL-30 NAV COM, TruTrac DigiFlight II, A/P w/ALT HOLD, Dynon EFIS D-l00 w/batt backup, wheel pants, Electric Trim (A+E), Dual Toe brakes + More. Zodiac 6ZU-1 thru 6ZU-6 modifications complied with ........$59,500 obo
2005 EVEKTOR SPORTSTAR
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In Flight USA Celebrating 30 Years
HANGARS
November 2014
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Flying inverted, Sean D. Tucker photo-bombs the two Blue Angel Solos. (Sagar Pathak) Continued from Page 13 owy jet hung in the air and slowly edged closer. A few hundred feet behind, there was another jet. The two solos! Foot by foot, LCDR Tickle moved his hornet into a left echelon off our formation with LT Mark Tedrow in loose trail formation. It was absolutely surreal. In less then a minute, the closure rate was minimized, and the two U.S. Navy fighter jets were less then a hundred feet off our wing with Tucker in between. The F/A-18’s were flying as slow as they could, and we were going as fast as we could, leading the whole formation at 150 kts. The elevators of the Hornets danced up and down in quick movements as their fly-by wire jets did their best to keep the lanes in the air. Flying in close formation with two similar jets is hard, but then add in a propeller biplane, and it doesn’t get much different in speed and types of aircraft. But the U.S. Navy Blue Angels only trust a very select few people who can be in that position, and one of them is Tucker. With more than 20,000 hours of flying in his logbook, the Navy trusts him, and that is absolutely vital in a flight like this. But time to pick my jaw up off the floor and get to work. As we lapped around the Bay, the Piper Seneca’s job was to navigate the formation safely around the airspace, avoiding fog, towers and gold bridges. Tucker flies formation off of the Seneca, #5 flies off Tucker, and #6 flies formation off #5. One plane moves, the other moves with him. Add in the turbulence of flying over the fog and gusts of wind, and then the whole group turning at the same time, and it’s a chal-
lenge to get the planes all lined up for that perfect shot. “Sean go up 5. #5 go back 10. #6 down 2. Ok, we’re approaching the skyline in 30 seconds so smoke on! Sean back 2. Ok freeze it!” Click click click. With only three laps to nail, the shots we need, it was a high-pressure situation. The photographers worked just as hard as the pilots to meet our mission objective, but it was really hard not to stop and just marvel at the awe of having these three iconic planes off our wing. And just like that “Blue Angel 5 and 6, you’re cleared off the formation. Copy that, 5 and 6 clearing off and returning to Oakland. Thanks guys!” Just as smoothly as they formed up on us, they slowly retreated away, and then with a quick snap of the stick in precise unison, the Solos rolled left and disappeared. A round of cheers and high-fives followed in the back of the Seneca. The smiles were ear to ear as we ourselves returned back to Oakland airport, realizing that we had done something that very few people get to shoot. Anyone can fly a plane. Anyone can learn to fly formation, but very few are trusted enough to fly formation with the famed United States Navy Blue Angels. Tucker is one of the small hand-full of pilots in the world who is trusted enough by the Navy’s premier demonstration team to do such a flight. If you are interested in becoming a pilot and are between the ages of 8-17, go to YoungEagles.org to find a local airport where you can go get a free flight and experience the thrill of aviation.
November 2014
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In Flight USA Celebrating 30 Years
ATTENTION FLY FISHERMAN!
November 2014
BRITAIN'S NIGEL LAMB WINS A DRAMATIC RED BULL AIR RACE WORLD CHAMPIONSHIP SHOWDOWN Lamb Defeats Hannes Arch of Austria and Britain’s Paul Bonhomme in Season Finale
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Nigel Lamb after winning the 2014 season finale in Spielberg, Austria. Britain’s Nigel Lamb won the 2014 Red Bull Air Race World Championship this month with a dramatic victory under pressure at the season finale in Spielberg, Austria. Lamb’s second place finish after secured him the championship after Austria’s Hannes Arch ended up a disappointing fourth place in a nail-biting final in front of a sell-out crowd of 35,000 spectators. All the action airs on FOX Sports 1, on Monday, Nov. 10 at 7 p.m. ET. France’s Nicolas Ivanoff won the race in the Austrian Alps for his second victory this season, but the nine points that Lamb won were enough to stave off a powerful challenge from local hero, Arch, and keep the British pilot in first place with a grand total of 62 points from the eight-race world championship. Arch, who could have won the World Championship with a victory in the final, ended up nine points behind Lamb and second overall for the third straight time in the world’s fastest motorsport series after being the runner-up to Paul Bonhomme of Britain in 2009 and 2010. “It’s just amazing,” said Lamb, who came from far behind in the World Championship with a victory in the third race of the season in Malaysia and then got five straight second place finishes to overtake Arch and Bonhomme in the
standings. In Austria, Lamb had watched nervously as Arch dominated all three training sessions before the weekend racing and then crushed everyone else with blazing speed in Saturday’s qualifying at the picturesque Red Bull Ring track, which was surrounded by snow-capped mountains. “I feel very lucky because I didn’t think that my time was even good enough to get on the podium. It’s an amazing feeling. It’s a great day. It’s an indescribable feeling.” Results: 1. Nicolas Ivanoff (FRA), 2. Nigel Lamb (GBR), 3. Martin Sonka (CZE), 4. Hannes Arch (AUT), 5. Paul Bonhomme (GBR), 6. Michael Goulian (USA), 7. Kirby Chambliss (USA), 8. Pete McLeod (CAN), 9. Yoshihide Muroya (JPN), 10. Matt Hall (AUS), 11. Matthias Dolderer (GER), 12. Peter Besenyei (HUN) World Championship (final): 1. Nigel Lamb (GBR) 62 points, 2. Hannes Arch (AUT) 53, 3. Paul Bonhomme (GBR) 51, 4. Nicolas Ivanoff (FRA) 42, 5. Pete McLeod (CAN) 38, 6. Matt Hall (AUS) 33, 7. Matthias Dolderer (GER) 21, 8. Martin Sonka (CZE) 18, 9. Yoshihide Muroya (JPN) 10, 10. Kirby Chambliss (USA) 7, 11. Peter Besenyei (HUN) 6, 12. Michael Goulian (USA) 3.
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November 2014
Contrails
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by Steve Weaver
LOOKING
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e was, way country. I was a West Virginia country boy too, back there in the late ‘60s when I met Bubba, but this guy was light years ahead me. He exuded the aura of his mountaineer heritage, and you could hear his roots in his speech and see ancient times in his countenance. In age, he was a few years beyond my own late 20s when I met him. He had been raised by his grandparents on a mountainside farm, where the folds of the Appalachians first rise up out of the foothills of Central West Virginia and begin their march to the Piedmonts. He had enlisted in the service after high school, more to have a job than as a career choice. In those opportunitystarved years, the old West Virginia saw of ‘coal mines, moonshine or movin’ on down the line’ applied to almost every boy unable to go on to college after high school. And so Bubba moved on, into the blue uniform of the U.S. Air Force, and after basic training was stationed at a Strategic Missile site in North Dakota. The three years of cold loneliness at that forsaken outpost made the mountainside farm in West Virginia seem to Bubba warm and sociable by comparison, and so while thus employed, he decided two things. He wanted to learn to fly, and he never wanted to leave West Virginia again. After being mustered out and returning home, Bubba, true to his word found an instructor near his home who would teach him to fly. This on the installment plan too, which the meager salary he was earning post Air Force required. The instructor came in the personage of a crusty WWII flyer we’ll call Joe. Joe had returned to his native West Virginia and built an airport on his family’s farm, after spending the war years teaching basic flying to Army Air Corps students in Texas. As a basic instructor, Joe had no equal. He would pound the mastery of the flying machine into his students until the airplane became an extension of their own bodies, and they flew like the birds fly. Stalls, spins, forced landings and exactly coordinated flight were part of every lesson; no slips or skids allowed thank you. As their hours built up, they progressed in flying skill far beyond the average student at the same point and Bubba was no exception. At 10 hours, Bubba was flying the Aeronca Champ like a pro. I always wondered how Joe got his
FOR
BUBBA
Stearman back home to West Virginia. He had purchased it surplus in San Antonio with his mustering out pay at the war’s end, and it was very apparent by this time that Joe regarded cross-country as alien territory. Having spent his entire flying career in the same cubic mile of Texas airspace, he was very suspicious of traveling out of sight of the airport. In all the years that I knew him, I never heard of him going beyond a 40-mile radius of his airport, other than the obligatory cross-country that he had to give his students. He gave the mandatory dual 90mile cross-country, always to the same destination and only with great reservation and trepidation, which of course his students picked up on. As is often the case with flight instruction, the student turns out very much like the instructor, absorbing and displaying the good and the not so good methods, habits and attitudes of the teacher. Most of Joe’s students turned out to be very good on the stick and very uncomfortable when the airport disappeared behind them. Bubba was no exception.
The very nomenclature of “Cross Country” inspired fear of the unknown in Joe’s students. The house they grew up in would become sinister and foreign if it was involved in the route of their “Cross Country.” It was almost as if Bubba and most of Joe’s flying students expected not to return from these flights, and the hours that Bubba accumulated in his logbook seemed to be no cure for this. His fear of getting lost became a self-fulfilling prophecy, and he never quite mastered the art of going directly from one place to another in an airplane without landing somewhere unknown for reorientation and further directions. This part of flying haunted Bubba his entire career. Watching him, even years later as an experienced aviator, you could see that each time he sallied forth to embark on that great and mysterious region known as “Cross Country,” he did so as if “Monsters be here” was printed on the edge of his sectional as it was on the maps of ancient seafarers. But Bubba finally earned his Private License, and by that time, he had decided that he wanted to make flying his career.
His VA benefits would cover the cost of his Commercial, Instrument and Flight Instructor tickets, and he enrolled in such a course offered by a large flight school in the Midwest. He disappeared from our view for a few months, but soon he was home with the newly inked ratings in his pocket. The world of aviation was now Bubba’s oyster, but he needed experience to flesh out his ratings. The “Help Wanted” section of Trade-A-Plane was examined in detail each time his latest copy of the Yellow Sheet arrived, and in a couple of months, he had located the perfect job. It seemed that down in Texas there was a crop dusting/spraying outfit that needed qualified pilots. Qualified in this case meant young, desperate and minimum time pilots that no one else would hire. It meant pilots who would gladly come to the plains of Texas and fly PA-18A Super Cubs for starvation wages and live in a Continued on Page 18
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In Flight USA Celebrating 30 Years
November 2014
Contrails: Looking for Bubba Continued from Page 17 dormitory with similar wretches’ in exchange for experience that would always live in their logbook. Bubba was the perfect candidate. He called them and was hired over the phone, pending personal interview. Once again, Bubba disappeared from our view. It was summer, I was busy, and I hadn’t thought of him for a while, but one day, a couple of months
after he had left for Texas, he showed up at the airport. He seemed reluctant to discuss the reason he wasn’t down in Texas killing bugs, and I didn’t press him, but after a while the story slowly unfolded. The job had been great, he said. The Super Cub was easy to fly once you got accustomed to flying it with a full load of chemicals, and Bubba’s skill with the nuts and bolts of flying an airplane had served him well. The fields were big and
flat and there was nothing to hit and the job was going well. Then one morning, Bubba’s boss handed him a map with an X marked on it. This would be a little different mission he said. Instead of working the big field with the trucks close by and located a minute’s flying time from take off, he would take one load over and meet his flagger at a small field about 15 miles away, which was marked by the X on the
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chart, dump the load and return. Uh oh, I was thinking, this does not bode well. Thirty minutes after takeoff, Bubba was as about as lost as he had ever been, and this was impressive, considering the experience he had at being lost. He was at 500 feet peering gloomily over the edge of the cockpit, searching for anything that matched something, anything, on his map, when the F100 streaked under him at 400 knots or so. Something about an Air Force gunnery range in the area popped to the front of his cerebellum and Bubba headed for the deck. He leveled out at about 50 feet over the plains, his head rotating like a Gatling gun as he frantically tried to get a glimpse of the next fighter that was going to swallow him like Jonah’s whale. He had the stick in the death grip of his right hand, the throttle firewalled and equally squeezed by his left hand and he was looking frantically back over his right shoulder when he flew into the ground doing about 100 knots. He didn’t get a scratch.
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AOPA THANKS TSA ADMINISTRATOR, JOHN PISTOLE, FOR HIS SERVICE In response to the announcement that John Pistole, head of the Transportation Security Administration (TSA), will leave the agency at the end of the year, Mark Baker, president of the Aircraft Owners and Pilots Association (AOPA), issued the following statement: “For the past four years, TSA Administrator, John Pistole, has led his agency with conviction and a clear focus on protecting our nation’s aviation system and infrastructure. His willingness to listen to the concerns of the general aviation community and move toward a risk-based approach to security represents an important step in right-sizing security measures at our nation’s airports. We appreciate Administrator Pistole’s strong leadership and wish him well in his future endeavors. We look forward to working with his successor and all of TSA’s leadership to ensure that general aviation security measures are both effective and appropriate.”
November 2014
www.inflightusa.com
EAA
FAA: ADS-B MANDATE FRAUGHT WITH HURDLES
TO
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GA
Cost, Compliance, Lack of Benefits Preventing Adoption EAA Vice President of Advocacy and Safety, Sean Elliott, told the FAA on Oct. 28 that while the recreational aviation community is willing to work toward a modernization of the national airspace system, mandated ADS-B compliance is still fraught with too many hurdles to motivate general aviation aircraft owners to install the costly equipment. Speaking at an FAA-sponsored “call to action” summit on ADS-B and NextGen in Washington, D.C., Elliott emphasized that the low installation rate in GA aircraft thus far––only about 6,200 aircraft out of 157,000 in the fleet––is due to a dubious cost/benefit ratio for aircraft owners. The FAA has mandated that ADS-B be installed in those aircraft by 2020 as a cornerstone of the NextGen system. “Even the newest ADS-B units are priced at several thousand dollars, plus $1,000 or more for installation,” Elliott said. “The expense of a single piece of equipment that costs 10 to 25 percent of the value of an entire airplane makes no sense to many of these aircraft owners, especially with little or no safety or situational awareness improvements, nor a reduction in cockpit workload.” Elliott continued that the FAA has admitted for nearly a year that there are accuracy and reliability issues with ADSB installations already completed. As
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many as two-thirds of the completed installations have resulted in erroneous or inaccurate signals, according to the FAA’s own estimates. In many cases, ADS-B is not compatible with existing GPS receivers, and does not eliminate the need for Mode A or Mode S transponders. Mike Whitaker, FAA deputy administrator, emphasized again that the
agency is not changing the 2020 mandate, but called the summit together in Washington, D.C., to discuss how the FAA and industry can work together to resolve barriers and address potential challenges. “While the FAA reconfirmed the 2020 mandate, the agency and the aviation community’s stakeholders cannot
sugarcoat these hurdles, because they could drive people out of aviation,” Elliott said. “EAA has offered a number of suggestions for pathways forward for the recreational aviation fleet. A mandate that is neither affordable nor relevant for a majority of aircraft within the national airspace system will only create additional challenges and confusion.”
20
In Flight USA Celebrating 30 Years
November 2014
NIGEL LAMB SPEAKS TO TV’S SPORT AND TALK AFTER HIS HISTORY-MAKING FIRST WORLD CHAMPIONSHIP
Filmed for Servus TV’s Sport and Talk programme, Nigel Lamb was a guest at Hangar 7 in Salzburg after the historymaking success in Spielberg, where he claimed his first World Championship title. Courtesy of Red Bull, here are the highlights from the interview...
Q: Nigel, congratulations on winning the 2014 Red Bull Air Race World Championship and for flying so consistently all season. You said several times on Sunday it would take a while for it to sink in. Has it finally dawned on you that you won and managed to beat hardcharging Hannes Arch in his own back yard? NL: It’s fantastic. It’s awesome. It’s really incredible. Obviously it was a drama, which I would have preferred to have avoided. But yes, indeed, it’s sinking in now and it’s wonderful. Q: How did you celebrate? NL: I didn’t celebrate too hard on Sunday because unfortunately, I had to fly the plane on the next morning, so I made sure I had a good sleep. But I’m going to celebrate many times in the next weeks and months, and probably for the next 12 months we’ll be having little celebrations because it’s a major achievement, and a real highlight of my career, so I’ll take every chance to celebrate. Q: British people are famous for that ‘stiff upper lip’ and staying calm under pressure but, after Arch beat everyone in three straight training sessions and was so far ahead of you and everyone in Qualifying, you were looking a bit worried. What were you really thinking after seeing Arch fly so fast through Qualifying? NL: I must admit that I thought that he was feeding off the local support, that big home crowd. I always feel that is a little bit of a disadvantage racing at home. But he was so consistent and so fast. We
could also see in the analysis that he was right on the edge and in some instances, so close to penalties that it was a really risky strategy. It didn’t really affect me in the mind game because I thought I had to stick to my strategy and race my race and see what happens. I actually was praying for really strong winds. Hannes was too fast and the track was benign. He was in such good form. I was looking for something to upset the balance. It didn’t come. After my final run, I was convinced that I had lost the championship. But I knew he still had to win the race. To beat me he would have to beat Nicolas (Ivanoff). Q: How does it feel to be the fifth different Red Bull Air Race World Champion in the last six championship seasons after Kirby Chambliss in 2006, Mike Mangold in 2007, Hannes Arch in 2008, and Paul Bonhomme in 2009-10? What does all that turnover at the top say about the sport? NL: I think what is interesting is that things have changed enormously since 2006 and 2007. It is altogether different now. The styles are different. The best thing is the equal power and weight, so it’s so much, much more competitive now. It’s nice to have a mix up at the top. What is really amazing this year is that nine out of 12 pilots were on the podium this year and all three who weren’t on the podium have each won at least one race – and in Kirby’s case has won the World Championship. With the current power and weight regulations, I think next year will be incredibly competitive, and I’m sure there’s gong to be so much more changeover on the podium than this year. Q: We’re still trying to figure out how you managed to pull off six straight podiums this season and get five straight second place finishes in such a competitive season? NL: It’s unbelievable. Somehow this year I just found the form. If I looked
at my cockpit videos since Rovinj, where I thought I was flying well, I really changed a lot of the way I fly in the track and that really worked well. I’ve managed to avoid making the simple mistakes, which I made a lot of in 2010. In 2010, I had pretty good form. I was in the final every time either second of fourth. Whenever I came fourth in 2010, it was from making a stupid mistake like hitting the easiest gate or rolling in the gate because I was already thinking too far ahead. Somehow I managed to conquer the mental game and combine that with a slightly different style of flying that I managed to be consistent at. It’s just the consistency that brought me the result in the end. Q: After the second race in Rovinj, where you got just one point for eighth place, things weren’t looking very good for even equalling your 2010 overall ranking of third. What were your thoughts back then when you had just five points from the first two races while Paul Bonhomme and Hannes Arch were streaking so far ahead with 21 points each? NL: I must admit, I never would have imagined we’d go on to win the Championship from that position. But we’re a very strong team, very positive and it was really a matter of good teamwork. Rovinj was the low point, possibly in my whole aviation career of nearly 40 years. That was an elementary mistake. I think I could have gotten several more points in Rovinj. The track was looking good for me there, and I was flying well. It was a low point. And then suddenly the self-belief came at the next race. So it’s really good. Q: What were the key moments for you this season aside from your first and only career win in Putrajaya? NL: With the win in Putrajaya and right after that, I could see a real upward
Nigel Lamb at Hangar 7 in Salzburg, Vienna. (Red Bull) trend. Then Hannes and Paul hit a sticky patch. I could see a real trend, especially in the really hot races, in the American races in Dallas and Las Vegas. Malaysia was, of course, the big turning point for me in many ways. It was really hot and the conditions were physically very tough. I found that to win in those conditions I realized I could do it in any situation. With a couple more second places, I could feel the upward trend. Then seeing the leaders wobble, I was full of selfbelief. Q: What are your thoughts about 2015? NL: It’s going to be unbelievably tight. So many of the new guys who joined in 2009 and 2010 have all had a taste of the podium and know what’s required to win. Next year I would say there’s a good chance that every single pilot will be on the podium. There will be several winners after we had five different winners this year. People will go from being on the podium in one race to no points in the net or to winning a race to just a few points in the next race. I think it’s possible to go from a win to no points in the next race next year. I think it’s going to be a very exciting year.
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In Flight USA Celebrating 30 Years
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AOPA ANNOUNCES 2014 FLIGHT TRAINING EXCELLENCE AWARD WINNERS The Aircraft Owners and Pilots Association (AOPA) has awarded its third annual Flight Training Excellence Awards to top flight schools and flight instructors ranked by more than 3,600 flight students who voluntarily reviewed their flight training experience through an AOPA online poll. AOPA has recognized Paragon Flight of Fort Meyers, Fla. as the 2014 Best Flight School and Spencer Watson of Manassas, Va. as the 2014 Best Flight Instructor. Ten additional flight schools and 10 instructors were named â&#x20AC;&#x153;Outstandingâ&#x20AC;? by AOPA as a result of the poll results. â&#x20AC;&#x153;All of us at AOPA would like to extend our heartfelt congratulations to this yearâ&#x20AC;&#x2122;s award winners,â&#x20AC;? said Brittney Miculka, senior manager of pilot community development. â&#x20AC;&#x153;We created these awards to recognize those who instill a lifelong passion for aviation among their students and who exemplify the best the flight training industry has to offer. It was clear from the customer reviews that these professionals are providing a superior flight instruction experience.â&#x20AC;? The award winners will be recognized at the AOPA Homecoming Fly-in in Frederick, Md. on Saturday, Oct. 4, 2014. AOPA has also named an Honor Roll of 62 flight schools and 75 flight instructors, all of which demonstrated a high standard of accomplishment and received at least three nominations. In addition, a Studentâ&#x20AC;&#x2122;s Choice Award was given to the flight school that received the highest number of positive nominations. For the third year in a row, Aviation Adventures of Virginia won that award with 198 nominations. The 2014 Presidentâ&#x20AC;&#x2122;s Choice Award winner is GIFT Academy of Vernon, Tex. The president of AOPA gives this award for significant and innovative contributions to the flight training community. GIFT Academy is aimed at helping female pilots find success in flight training in a supportive setting. To select the award winners, AOPA invited those who have taken flight training within the last 24 months to take part in the poll. Each individual could nominate one flight school and one flight instructor. The online poll was conducted from June 3 to Aug. 23 and contained safeguards to ensure fairness. That process yielded an evaluation of 1,447 different flight schools and 1,500 individual flight instructors. The poll con-
sisted of 39 survey questions designed to measure the overall performance of a flight school or flight instructor. AOPA will be sharing individual poll results with schools and instructors later this year. All the award winners may be viewed on the Flight Training magazine website.
Flight School Award Winners and Best Flight School Paragon Flight Training (Ft. Meyers, Fla.) Outstanding Flight School AeroVenture Institute Flight Training Center (Southbridge, Mass.) Outstanding Flight School Airwolf Aviation Services (Greenville, S.C.) Outstanding Flight School Bakersfield Flying Club (Bakersfield, Calif.) Outstanding Flight School Chesapeake Sport Pilot (Stevensville, Md.) Outstanding Flight School Houston Flight Training (Cypress, Tex.) Outstanding Flight School Max Aero (Cameron Park, Calif.) Outstanding Flight School Ocean Helicopters (West Palm Beach, Fla.) Outstanding Flight School Southern Maine Aviation (Sanford, Maine) Outstanding Flight School St. Charles Flying Service (Portage Des, Sioux, Mo.) Outstanding Flight School Valley Aviation (Forty Fort, Pa.)
Flight Instructor Award Winners and Best Flight Instructor Spencer Watson (Manassas, Va.) Outstanding Flight Instructor Allan Burke (Christianburg, Va.) Outstanding Flight Instructor Doris Gatewood (Warrenton, Va.) Outstanding Flight Instructor Richard Harowicz (Mountain Top, Pa.) Outstanding Flight Instructor Bob Hepp (Manassas, Va.) Outstanding Flight Instructor Randall Holliday (Bozeman, Mont.) Outstanding Flight Instructor Dustin Jones (Cameron Park, Calif.) Outstanding Flight Instructor Tucker Lambert (San Carlos, Calif.) Outstanding Flight Instructor Cliff Lanyi (Attleboro, Mass.) Outstanding Flight Instructor Jason Schappert (Ocala, Fla.) Outstanding Flight Instructor Blake Spry (Boise, Idaho)
Fax: 415-898-5155 www.tjair.com Email: tjair@tjair.com
351 Airport Road #3 Novato, CA 94945 415-898-5151
The The Trinidad Trinidad Center Center 1995 SOCATA TB-20 TRINIDAD
1990 SOCATA TB-20
2400TT, 460 hours since complete refurbishment with factory A/C, Garmin 430, 3 Bladed Prop, Gami Injectors, GEM, King Avionics, Paint & Interior in 2007. Very sharp, always hangared airplane. No damage history!
2400 SNEW, 0 SMOH, McCauley 3 blade prop., King H S I, KAP 150 Autopilot, BFG 900 Stormscope, Argus 5000 moving map, and tons more plus executive leather interior. Come see this one!
WE FIRST TIME BUYERS!
1978 BEECHCRAFT F33A BONANZA
1964 PIPER CHEROKEE 180
78 BELLANCA 17-30A SUPER VIKING
16,506 TT, 351 SMOH, 1043 TSPOH, IFR, lots of extras, ex-Lufthansa, great maintenancce, buy it cheap!
LOW TIME AIRFRAME HOURS, 582 SMOH, Digital IFR radios. A very nice, 180 HP Cherokee with low total and engine times, GPS coupled to S-Tec 50 Autopilot w/ Alt Hld and much more. MUST SEE!!!!
2087 hrs TT, 640 hrs SMOH, Garmin 530W!! Also Collins 350 Audio Panel, Century II B autopilot, and lots of extras!
1980 CESSNA P210N
1972 PIPER ARROW II
2007 EVEKTOR
2071 AFTT, 588 SMOH, Full Garmin panel!!! Hot Prop, Vortex Generators, A/C, new interior and more!
6000 TT, 2000 SMOH, IFR, ALL Garmin: GMA 340 4 place intercom, 430, SL 30 Nav/Com w/ G/S, AutoControl III A/P, Electric Trim, and more. Call for details!
1040 TT; 1040 SNEW; Garmin 396; Garmin SL40; Garmin Xpndr; Trutrak AI; 3 Blade Prop; Koger sunshades
1970 PIPER CHEROKEE 140
2005 PIPER SARATOGA II TC
1978 TURBO ARROW
5673TT, 24 SMOH converted to 160HP series engine to factory new limits/specs, Cylinders fresh chrome. Garmin GNS 530 GPS w/ color moving map/Comm/ILS. Call for details!
569 TT, 569 SNEW, Avidyn avionics package, factory air, lots more!
1938.60 AFTT, 487.68 SMOH at 1925.03 on Tach, 3 blade prop - 633 SNEW, Electric Trim, good, clean fun, call on this one…
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1941 PORTERFIELD LP-65
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1/2 OWNERSHIP, 500 TT, 200 SMOH, VFR, show plane quality... Good 'ole time flying fun!
1969 BEECHCRAFT 36 BONANZA
1/7th OWNERSHIP, Call for Details: 8444 TT;
2008 Paint; 2008 Int., Garmin avionics, 300HP engine.
All specifications and representations are believed to be accurate to the best knowledge of the seller. However, it is the buyer’s responsibility to verify all information prior to purchase.
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Phone: 415-898-5151
www.tjair.com
Email: tjair@tjair.com
24
In Flight USA Celebrating 31 Years
November 2014
SMARTSKY NETWORKS TO LAUNCH FIRST 4G LTE AVIATION NETWORK Seasoned Wireless Executives Team with Radio Technology Expert Harris Corporation to Deliver Technological Innovation with the Largest Airborne Spectrum Position Ever Utilized
DIVORCE – PATERNITY MEN’S RIGHTS If you are Involved in a Divorce or Paternity Case... ...you Should Know That: 1. You may have an excellent chance of obtaining child custody; 2. It’s your child...she doesn’t own it; 3. There are numerous legal methods of avoiding alimony; 4. There are numerous legal methods of avoiding loss of your property; 5. If properly represented, you won’t be “taken to the cleaners”, 6. Courts can be legally required not to favor the woman; 7. You can fight against false charges of child abuse or spousal abuse. 8. You can emerge from a divorce emotionally and financially sound; 9. Men do have rights! 10. California cases only.
Contact: Lawyers For Men’s Rights 213-384-8886 or visit us at www.mensrightslawyers.com LAW OFFICES OF STUART J. FABER
SmartSky Networks, a next-generation aviation communications provider, is pleased to announce the launch of the nation’s first airborne 4G LTE-based network, SmartSky 4G. SmartSky’s technology will provide more than 10 times the typical speed and capacity of networks currently in the market by using 60 MHz of spectrum for its Air-To-Ground (ATG) data communications. SmartSky 4G will serve both business aviation and the airlines beginning with an exclusive beta-customer trial launch in the continental United States in late 2015. The rollout of nationwide commercial service will follow in 2016. Because the system hardware design can work at multiple frequencies, SmartSky is positioned to expand internationally in the future and provide coverage in locations where different frequency bands might be required. SmartSky unveiled its transformative ATG communications program at the 2014 National Business Aviation Association (NBAA) convention in Orlando, Fla. SmartSky is partnering with a leading group of airframe manufacturers, maintenance companies, and equipment and service providers to distribute SmartSky 4G to the business aviation community. Similarly, the company is approaching the airline market through established distribution channels, including incumbent connectivity providers. An experienced group of cellular veterans, wireless engineers, and aviation professionals lead SmartSky. The company’s goal is to deliver airborne connectivity rivaling the robust experiences available in the office or at home. SmartSky Chairman and CEO Haynes Griffin, a cellular-industry pioneer and former Chairman of the CTIA, commented, “In the wireless world, whether on the ground or in the air, speed and capacity are the critical requirements for customer satisfaction. We recognized that the aviation industry was substantially underserved, and we started work more than three years ago on our plan to offer full 4G capability to the aviation market.” Reed Hundt, SmartSky Vice Chairman and former Chairman of the Federal Communications Commission, said, “We are implementing an innovative use of wireless spectrum using cutting-edge antenna and communications technologies that do not require an FCC rules change or
waiver. We believe this will be the most cost-effective, high-bandwidth national network ever built in the United States. Best of all, passengers will be able to use their own smartphones and tablets to browse the web from the airplanes we serve.” The design of SmartSky’s patented infrastructure was led by its veteran telecommunications team, building on deep network and radio technology experience from senior positions at companies such as Sprint, Nextel, and Vanguard Cellular. SmartSky also teamed with recognized leaders in the aerospace and technology industries, most notably Harris Corporation, a leading international communications and information technology company headquartered in Melbourne, Fla. Harris has extensive experience in deploying advanced radio technology and networks for the space program as well as for military and civil aviation, including managing the FAA’s critical communications infrastructure. Carl D’Alessandro, Vice President and General Manager, Civil Programs, Harris Government Communications Systems, stated, “Harris has a rich tradition of pushing the envelope in RF communications and advanced avionics technologies. Working with SmartSky’s engineering team, we adapted technologies previously used in military applications, leveraged our extensive patent portfolio, and applied innovative insights provided by SmartSky’s key aerospace partners to deliver a resilient solution that meets all design objectives. We are delighted to partner with the experienced team at SmartSky in transforming aviation communications.” Last year, the company filmed a live flight demonstration with multiple users on-board engaged in video conferences, streaming movies, sending and receiving large files, and other bandwidth-intensive activities all at the same time. “SmartSky 4G provides an experience that exceeds the current gold standard of network performance––it enables live, two-way, highdefinition video conferencing. SmartSky 4G’s robust performance means that we can also support communications needs beyond cabin Wi-Fi, including many emerging operational applications,” said SmartSky President, Ryan Stone. For more information, visit http://www.smartskynetworks.com
November 2014
www.inflightusa.com
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26
In Flight USA Celebrating 31 Years
November 2014
W h a t’ s U p ! ?
UN-CONTROLLED AIRPORT TRAFFIC
I
am aware that this subject is not going to change the entire aviation world and that we’ve all got our own opinions about this stuff, but how often do you actually think about the possibility of a mistake in your choice of the active runway on an airport without a tower? Remember, it’s just a bunch of pilots like you making the calls and they are seldom if ever challenged.
I believe the rules say no straight-in approaches at a non-tower airport...but then, I guess rules are still made to be broken now and then, and I’d have to line up behind those of you that have done exactly that, made a straight-in approach to one of those do-it-yourself airports. With that said, I’d like to put this on the agenda for your next hangar flying meeting. You’re a few miles out getting ready
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to announce to the world that you intend to land on the above-described airport, no tower, no one sitting in an airport office pretending to be a controller, and any other options I may have forgotten about. Ok, so here’s an almost first for me; I made an initial call for a traffic advisory at an uncontrolled, lovely seaside airport, and low and behold, I got one. Admittedly, it was not my runway of choice, the one I normally would have used, but then, I’m a guest, so I’ll just go with the flow. But wait there’s more! So as I prepare to land on the recently advised to do so runway, I hear a call from another good looking pilot like myself letting me and my heirs know that he’s on final for the opposing runway. Hummm, now this may be a first ...what to do next required I put down my water bottle and camera and started paying attention to either someone that can’t read runway numbers or is really landing on the wrong end. So drawing on whatever experience I could remember, I expertly pushed my transmit button and said, “Excuse me please, but one of you needs to take another look or listen and consider that one of you may be on the wrong runway heading. Its not that I’m responsible for you or this airport, but I am responsible for me and my passenger.” Can we get together on this and decide how we want to handle this? (Silence) ... Ok, it seems that you both are still turning the pages in your “How to Fly” Book, so I’d like to suggest we all use the standard approach to the most often used runway and then the airport won’t be closed and we won’t be on the news at eleven. With that said, I am now entering traffic for runway ThreeZero for a full stop landing. May I get a Roger from one of you on this, so we can complete this leg of our flight? (More Silence) Ok, no fair using your cell phone to call a friend, but unless I get a Roger, I am turning base for runway Three-Zero. By the way, I am concerned about the dare devil/stunt-man on final for OneTwo ... have you landed or gone somewhere else? Hopefully I’ve made my point, which is, announcing your runway of choice is a wonderful idea, but make sure the vote in unanimous and calling your insurance agent won’t be necessary. If you still have doubts, may I suggest you break off your approach and start all over again? One more suggestion, don’t go looking for the other dudes after your landing, you’re not their parent or the FAA and you get a gold star for making a
Larry Shapiro good decision. If you feel overwhelmed by this potential problem and you just happen to find yourself staring at the above mention conflict pilots, the best thing you can say is, “Howdy! I’m really sorry about our near miss, it must have been my fault, so please forgive me and then go order your hamburger.
Young Eagle Crash... 80 Year Pilot I wanted to say a few words about this incident, I tried to learn more about it, but I realized learning more would not change my feeling. I personally love all the octogenarian pilots I know and enjoy them, and I’m looking forward to being one soon. But! Based on our need to have the non-flying citizens love all of us, I put this out to you, and I do it in a gentle, loving and respectful way ... Do Young Eagle folks have any age restrictions on their pilots and if not, do we need one? I may still be flying when I’m inducted to the Hall of Heroes, but I’m not sure I’ll be doing Young Eagle flights. With that said, and holding my breath, any of you want to share your thoughts on this subject? On bended knee, I beg you not to attack me on this, if you know me, then you would also know I write this with love and with a salute. I might also mention that of the few octogenarian pilots I actually know, I asked them about their feelings and all I got was a “What? And a Huh?” Must have been a battery issue.
Aviation Art I’ve been struggling with this subject for weeks. I knew I wanted to write about it, but then I have to mentally consider the eyes that will see it. First, I have concerns as to whether or not it will be signed off by my publisher, then my wonderful editors, and finally, I know I can’t please everyone, but I do have to consider how you, my readers might feel about a man who did his best to kill off Nazi propaganda. I don’t know all of you, and I do respect your feelings and opinions, but I also have to be true to myself. Not that I’ve struggled through my preContinued on Page 27
November 2014
www.inflightusa.com
SPECIAL EAA SURPRISE Sixty-nine years ago, John and Amelia Tarabula of Gainesville, Georgia, tied the knot after he returned from serving his country in World War II. Enlisting after Pearl Harbor, John served as a ball turret gunner on a B-17 bomber with the 457th Bomb Group, 749th Bomb Squadron. After his final mission, which ended in a crash, John sent a telegram to Amelia asking for her hand in marriage. They were wed shortly after he got back from overseas, and next spring the couple will mark 70 years of marriage. When the couple’s daughter, Cindy Post, told EAA membership services staff members about this special story, they came up with an idea to honor the
Tarabulas in a special way. First, the couple was offered a flight aboard EAA’s Aluminum Overcast B-17 at its Lawrenceville, Georgia, tour stop on Thursday, October 23. The stop is being hosted this weekend by EAA Chapter 690 at Gwinnett County Airport - Briscoe Field. John, now 92, turned down the flight, explaining to pilot Scott Hartwig that he promised Jesus after surviving the plane crash that he would never fly again. He kept the promise, but Amelia did go on the flight along with their son and a grandchild. EAA Membership Services Representative Andy Ovans suggested they get an anniversary cake, and team-
FOR
27
WWII VET
mate Chris Henry got on the horn and located a local Lawrenceville bakery, Special Kneads and Treats, which employs a number of special needs individuals. Before Henry got off the phone, the EAA membership staff had already passed the hat to cover the cost of the cake. Arrangements were made with the local FBO, Gwinnett Aero, to pick up the cake and roll it out as Aluminum Overcast taxied in from the flight. John and Amelia’s family members also appeared to complete the anniversary surprise. Adding some icing to the cake, EAA’s merchandise department staff provided a B-17 jacket for John and a B-17 necklace for Amelia.
B-17 tour crewmember Janet Hartwig helps John Tarabula with his new B-17 jacket with John’s wife Amelia and their daughter, Cindy Post. (Photo by Lorraine Morris/courtesy EAA) “I cannot explain just how proud I am to be a member of this team and the staff here at EAA,” Henry said.
BELL HELICOPTER FORT WORTH ALLIANCE AIR SHOW ATTRACTS 110,000 An all star lineup featuring the United States Air Force Thunderbirds and bright blue skies drew more than 110,000 attendees to the 2014 Bell Helicopter Fort Worth Alliance Air Show Oct. 25 - 26 at Fort Worth Alliance Airport. The show also announced today that their 2015 show dates will be Sept. 12-13 with the U.S. Navy Blue Angels as the featured performers.
“The U.S. Air Force Thunderbirds and all of our great performers put on a phenomenal display this weekend," said Tom Harris, President of Alliance Air Services. "We want to thank our performers, Bell Helicopter and all of our generous sponsors, our hundreds of volunteers, and most of all our great air show fans for making our 2014 show one of the best in memory."
The Blue Angels appearance in 2015 will be their first at the Bell Helicopter Fort Worth Alliance Air Show since 2011. It will also mark a change from the show's traditional October dates to a month earlier. "Even though we are still feeling the buzz of this year's thrilling show, we are excited to start working on hosting the Blue Angels for 2015," said Harris.
"Planning for 2015 begins today." Advance tickets and additional performer information will be available at www.AllianceAirShow.com at a later date. Sponsorship opportunities are available for the 2015 show and additional information is available at www.AllianceAirshow.com
started thinking about this, the first place I looked were all the walls in my office, and I found some really high class crap ... but I also found some really high-end Aviation Art Pieces I couldn’t live without. I’m not talking about all the miniatures and models you might have sitting around, but the well-framed and matted pieces you spent some serious bucks to acquire. I want to tell you about one particular artist whom I’ve known about four years, but in telling you about him and maintaining my integrity for the facts, the Artist was and is very well known for taking on the Nazis. He is long gone now, but his art lives on. Among the many pieces that hang in many galleries around the world, he actually did one with an aviation theme, and that’s the one that caught my eye. It’s a first edition print that I saw and now own, and it’s beautiful. The artist I speak of is Arthur Szyk (1894-1951 (pronounced Shick). His art is unique and varied, but incredibly beautiful. He covered all the World Events and life in other countries. He focused on historical events but did only one piece on aviation. I’m not in the art business, but I have access to many of his first editions and
for that special company out there looking for a holiday gift for their customers or even an aviation company that needs something more special than next year’s calendar, this piece is one you should see. I’m not sure how good the quality of the picture I’m including with my column will read, but I’d love to hear from you if you have some interest in this man’s art. Let me assure you I am not selling these, I can only refer you to the place where I got mine.
try to share this holiday with our folks in uniform away from there families. I might also mention you think about the folks pulling duty in your local towers and send some goodies up their way. PS. On a more serious note, thank you again for your words of hope and encouragement as I continue my battle with cancer. Your notes and my time in Mexico, I believe, were the best medicine, and my final treatment will also happen this month. If the doctors keep their promise and they prove they knew what they were doing, I should be able to report to you soon that I am now cancer free. My thanks to the FAA for hanging in with me and allowing me to continue to sit on my ticket and keep exercising my flying privileges ... I know that helped me get to this point. Until next time... That’s Thirty! “Over”
What’s Up Continued from Page 26 amble and preface . . . I want to share with you my thoughts about Aviation Art. I am not talking about the posters and signed autographed pictures you have hanging in your Man-Cave or hangar, plus the menus from your favorite airport calorie palace, and certainly not the picture of you and your airplane in front of some nondescript place ... Ok, maybe Oshkosh. What I want to talk about is “Fine Aviation Art.” When I
Reproduced with the cooperation of Historicana, Burlingame, CA; szyk .com.
On Final By the time this copy of In Flight hits its third reader, I will be flying home from La Paz, Mexico again. I love the weather and fishing there, and the flight to and from is a gift to aviators. The flight is so beautiful that my wife and daughter are going to fill two of the four seats. With November being one of my favorite months because I have a birthday, I love left over cold turkey, and it’s heavy duty family time, I wish November was longer. This year my kids are older, so are my grandchildren, so there will be more phone calls, but as my family always does, we look for those without the gifts mentioned above, so we
About the writer: Larry Shapiro is an aircraft broker, aviation humorist and fulltime grandfather of three. He’d love to have you share your thoughts and ideas for future articles. Office at the Palo Alto Airport: 650-4241801 or Larry@LarryShapiro.com
28
In Flight USA Celebrating 31 Years
ON By Donia Moore
T
he magic carpet shot into the sky like an arrow heading straight and true into the heart of the young adventurers on board. They were taking their premier step to becoming Young Eagles, and they were in their first small aircraft ride. Eyes grew larger and stomachs grew tighter with the excitement of flying above the clouds for the first time in a small plane. They would never forget the feeling of euphoria brought on by their 20 minutes of freedom from the ground as the plane climbed to altitude. When asked how long he’d like the flight to last, one young potential aviator said “forever!”
Hands on the Controls Robert Baker, an FAA Safety representative and veteran EAA Young Eagles host pilot understands that sentiment. He has been involved with the Young Eagle program in Southern California for close to 10 years, personally flying “first flights” for nearly 200 kids. “1.9 million Young Eagles have safely enjoyed flying through the Experimental Aircraft Association program since its start in 1992,” says Robert. The Young Eagles program was designed to give children from the ages of 8 to 17 an opportunity to experience flight in a general aviation airplane. Spearheaded by donations and help from EAA’s network of volunteer pilots, this program is offered free of charge with the goal of educating our next generation about the possibilities in the aviation field. For many, their first flight is the beginning of their journey towards a career as a pilot, aircraft mechanic, air traffic controller, or other aviation related possibilities. Interest in the program is growing. EAA is an international aviation membership association founded in 1953 and headquartered in Oshkosh, Wis. Local chapters are located in all 50 states and many countries. Members are aviation enthusiasts of every age group, including many airline and commercial pilots, engineers, business people and even astronauts. Yanks Air Museum in Chino, Calif. recently hosted approximately 100 young enthusiasts at an EAA planned and sponsored Young Eagles event. Held four times a year at different locations, the program offers a checklist of activities, taking the young flyers on tours of the museum’s extensive collection. The day includes actual flying time in an aircraft with a volunteer pilot. Hands-on workshops range from mock-ups of instrument panels with real instruments that students can ask questions about and explore, to navigation
THE
WINGS
OF
and chart reading activities, and introduction to pre-flight inspection checks of aircraft. One station is all about soaring, where students make and fly their own glider models to learn about lift, drag, weight and thrust. Other stations introduce them to the wealth of career opportunities available in the aviation field. The pilots participating in the Young Eagles program are members of local EAA chapters who volunteer their time and aircraft to make the student flights possible. Each pilot is licensed by the FAA (or governing organization outside the U.S., such as Transport Canada) and all aircraft are licensed by the government. The flights are conducted according to federal regulations. No aerobatic maneuvers are performed.
First Flight, Lifelong Connection That first flight is only the first step in the EAA program, but it can lead to a lifelong connection. “Once a student has experienced five or more flights, the odds are 30 percent greater that that student will keep flying or pursue an aviation career of some type,” said Robert. Before they ever get into the plane, the volunteer pilot gives the young passengers a thorough briefing about what happens during the flight. Students review aeronautical charts (maps) with the pilot to become familiar with the area they will be flying over and what landmarks to watch for. Students follow the pilot on a “walk around” preflight check of the aircraft, where the pilot will point out the various parts of the aircraft and what they control in flight. Once they all climb into the airplane, the pilot explains the interior of the aircraft. Students learn to operate the aircraft door, safety belts, and take a “tour” of the instrument panel. As they ready for takeoff, the pilot explains the final pre-flight, engine runups and importance of passengers remaining quiet while the pilot is communicating with the tower for take-off instructions. And they’re off! If time and desire permits, students may get to handle the controls and discover the amazing feeling of finding that the airplane can be controlled with such a light two-fingered touch! That first flight may only last from 15 to 20 minutes, but the memory lasts a lifetime. Every student receives his or her own logbook and a personal code to activate a free EAA Student Membership. Membership includes a free online subscription to the EAA Sport Aviation Magazine, e-newsletters, free admission
November 2014
YOUNG EAGLES
to more than 300 science and technology museums, free membership in the Academy of Model Aeronautics, and much more. Young Eagles also receive an opportunity to participate in a Learn to Fly Course – an online course that uses real-world video and 3D animation to teach the basics of flight. Once they take and pass their FAA written exam, EAA will even reimburse the cost of the exam.
Young Eagles Academy For further exposure to the world of aviation, students can attend the EAA Basic Air Academy, a weeklong camp held in Oshkosh, Wis. Fourteen and 15year-olds’ “Hands-on” adventures occur during classroom and media sessions, along with specialized laboratory activities, and aviation-related demonstrations. Students learn about the intricacies of a fabricated wing by building an ACROSport Wing Rib, building and flying a simple balsa glider and a rubber-powered model, how model rockets are flown and controlled, the basics of flight through an interactive computer simulator ground school, and about aviation history and flight. EAA Scholarships are often available for students who want to attend.
Opportunities Through Local Girl and Boy Scout Programs
requirements for Aerospace Badge.
the
Girl
Scout
Boy Scouts Aviation Merit Badge Once a Young Eagle has stepped through the looking glass, there are a number of experiences available through Girl and Boy Scout programs, each intended for a range of student ages. Though not part of the Young Eagle program, the Scout programs offer an alternative way to keep up the interest in aviation.
Boy Scouts pursue and complete their Aviation Merit Badge with the program’s aviation experiences. Qualified participants receive the Boy Scouts Application for Merit Badge endorsement by one of EAA’s Aviation Merit Badge counselors.
Aviation Explorer Scouts
Webelos and Cub Scout Program
This aviation-based program is for young men and women ages 14 through 20, through the Boy Scouts of America. It is built around aviation interest, whether for a career or a lifelong hobby. Aviation Explorer Posts meet on a regular schedule. Posts often belong to flying clubs, FAA installations, EAA chapters, FBOs, airlines, CAP squadrons, or other organizations interested in having a positive affect on young people.
Girl Scouts Aviation Merit Badge This program explores the possibilities of or women in technology and career opportunities in aviation and aerospace. It satisfies six or more of the 10
. This program is full of fun exercises to help Webelos or Cub Scouts experience aerospace. Programs provide for a museum tour (one hour) and a “Paper Pilot” Project, a one and a half-hour adventure that includes activity-based explorations of the four forces of flight. For young aviators, from first flight to lifelong love of flying – it’s a direct connection. Want more? Contact your local EAA chapter host at www.eaa.org. You can also contact www.girlscouts.org , or www.scouting.org for their aviation programs. Donia Moore is a Rusty Pilot and freelance writer for “iwrite words Writing and Editing Service”
November 2014
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Flying With Faber THANKSGIVING WITH FABER
I
’m a nomad. I make no apologies for my affliction to roam. Just about any time of the year, I will drop whatever I am doing, hop in my airplane (or one operated by an airline), and travel to some distant, or even nearby place. As much as I love my home and my hanger, at least once a week, my airplane and I become overwhelmed with a severe case of cabin fever – or hangar fever. There is no cure for this disease. The only way to palliate the symptoms is to go somewhere. That being said, rarely, if ever, do I stray beyond my kitchen on Thanksgiving. I won’t even go to a restaurant for Thanksgiving. After all, the Pilgrims cooked Thanksgiving dinner at home. I love to prepare for and cook a Thanksgiving dinner. Not only is it festive, fun and colorful, guests scream with delight as they circle our huge dining room table, which we convert into a buffet.
Help yourself.
(Stuart J. Faber)
As guests pull up to our home, I might peek out the window and observe the smiles on their faces. The kitchen fragrances migrate to the outside like advection fog and fill the noses of the arriving crowd. Generally, we invite a busload of friends. Some folks who have little, if anything to do with me for most of the years begin calling around mid-October. They’ve heard about my Thanksgiving culinary festivals. Occasionally, we invite a few folks whom we don’t even like that much. I refer to them as Thanksgiving orphans – you know – those obnoxious or grumpy types whom everyone avoids. But at Thanksgiving, they are welcome at our table, well, some of them. Of course most of the guests are dear old friends. I love everything about this holiday – journeys to the market, selecting just the right turkey, planning the menu, proofing and kneading the dough for homemade rolls, baking the pies from scratch and making certain that each component of the buffet comes to life at
the same time and is presented in an inviting and festive array. The following recipes are excerpts from a cookbook I have just written and which will be published early next year. The title: Cookbook for People Who Hate Lawyers. In case you didn’t know, when I’m not flying an airplane or puttering in my kitchen, I’m usually wearing my trial lawyer hat and hanging out in a courtroom. Over the years, I’ve encountered many folks who seem to hate lawyers, but I’ve never encountered a person who disliked me after sampling some of my culinary treats. I would rather be loved than hated, so I wrote the cookbook. For this article, I would love to share my Thanksgiving treasures with my In Flight USA readers.
Roast Turkey Contrary to popular belief, roasting a turkey is one of the easiest cooking exercises. Perhaps the size of the bird is intimidating. But I learned from flying airplanes. The bigger ones are easier to fly. Follow these few simple steps and a gorgeous bird with a sumptuous skin and moist interior will soon emerge from the oven. The debate over brining a turkey will never be resolved. I have made brined and non-brined turkeys, and to me, the difference is barely perceptible.
The turkey roasting in the oven. (Stuart J. Faber)
Mire Poix (A fancy term for chopped vegetables). 2 medium onions, chopped 3 carrots, chopped 3 stalks celery, chopped
Turkey 1 fresh turkey, 14 to 17 pounds 1 stick butter, softened 2 tablespoons each dried sage, rosemary,
thyme Kosher salt and freshly ground black pepper 2 tablespoons paprika 6 cups chicken or turkey stock, preferably homemade Remove turkey from refrigerator one hour before cooking. Mix the butter, herbs, ½ tablespoon each salt and pepper and paprika until well combined. Preheat oven to 425 degrees. Remove all giblets, neck and gizzard from cavity. Season cavity with salt and pepper. Put a handful of the mire poix in the cavity. Sprinkle the remaining mire poix on the bottom of the roasting pan. This will serve as the rack and will also add sumptuous flavor to the gravy. Rub the entire surface of the turkey with a thin layer of the butter mixture. For an extra flavor and moisture step, place your hand between the skin and the breast and place some butter mixture between the skin and the meat. Heat the chicken stock in a saucepan. If desired, place neck and giblets in roasting pan. Discard liver. Place the turkey on top of the mire poix and roast for about 45 minutes. The upper surface should be getting golden brown. Reduce heat to 350 degrees and continue to roast for another 1 ¼ to 2 hours, depending on the size of the bird. Baste the turkey every 15 minutes with the chicken stock and the drippings. After 1 ¼ hour, check frequently with an instant thermometer inserted into the thickest part of the thigh without touching the bone. The thermometer should register 170 degrees. Any juices that run should be clear, not pink. The temperature should read 160 degrees. Remove the turkey and place on a carving board. Cut up neck meat and giblets and set aside. Cover the turkey loosely with foil and let rest at least 30 minutes before carving. For gravy (don’t purchase store-bought), remove most of the grease, then place the roasting pan on stovetop burner. Turn heat to high. Scrape bottom of pan with a wooden spatula to loosen all of the tasty drippings. Add 3 tablespoons of flour and mix with remaining drippings until the flour disappears. Add 2 tablespoons of butter for richness. Add 4 cups of chicken or turkey stock, bring to a boil until the liquid thickens. Add ½ cup cream or milk.
Stuart J. Faber and Aunt Bea Prime Ribs of Beef Some folks love prime rib for Thanksgiving. I always make one. This offering delights lovers of beef. Even those folks who “don’t eat beef” can’t stay away from it. 1 choice or prime short end rib roast, at least 2 or 3 ribs. Preferably prime grade or Angus Choice 2 or 4 cloves of garlic, cut in slivers about the thickness of toothpicks Kosher salt and freshly ground pepper 1 onion, sliced 1 cup dry red wine 2 cups beef stock 1 teaspoon thyme Remove from refrigerator about 1 hour before cooking. Preheat oven to 475 degrees F. With a paring knife or ice pick, drill as many holes in roast as you have garlic slivers. Insert garlic in each hole. The garlic should be spread out over the entire roast. Rub entire surface with freshly milled pepper. Just before placing roast in oven, generously rub salt over entire surface of roast. Place onion slices over bottom of heavy roasting pan. I prefer a cast iron skillet. Make a circle with onion slices that approximate the size of the roast. After preparing roast, place it, fat side up, directly atop bed of onions. Roast for about 15 minutes. Reduce heat to 375 degrees F. roast for an additional 45 minutes, then check the internal temperature of the roast with an instant thermometer. For rare, remove roast from oven when thermometer registers 155 degrees F. For medium rare, 120 to 125 degrees F. When roast reaches desired temperature, remove from oven and pan, cover with foil. Place the roasting pan over a stovetop burner. Turn heat to high and with a wooden spatula, scrape the bottom of the roasting pan. Add the wine and cook until reduced to about ¼ cup. Add beef stock, mix well and season with salt, pepper and thyme for taste for an exquisite au jus. Continued on Page 30
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In Flight USA Celebrating 31 Years
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Flying With Faber 2 tablespoons lemon juice 1 tablespoon mustard
Glaze #2 1 ½ cups brown sugar 3 t. orange juice ½ t. ground cloves
Continued from Page 29
Baked Glazed Ham 1 whole or half spiral cut cooked ham. I avoid Farmer John – very fatty. Glaze #1 1 cup Dijon Mustard 1 cup brown sugar ½ t. ground cloves
Glaze #3: Pineapple Glaze 1 cup brown sugar 1 tablespoon corn starch ¼ teaspoon salt 1 8-oz can crushed pineapple
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Mix glaze ingredients until they form a paste. Preheat oven to 275 degrees. Cut away skin and trim fat to a thickness of about ½ inch. Place ham fat side up in shallow roasting pan with foil. Cook about 10 minutes per pound. A whole ham should take about 2 ½ to 3 hours. A half ham should take about 1 ½ to 2 hours. Temperature should read 130-140 degrees. Add desired glaze about 30 minutes before done. Rub it over entire ham. For a sweeter, glossier glaze, lightly brush with maple syrup or honey 30 minutes before completion. For pineapple glaze, mix sugar, cornstarch and salt in saucepan. Stir in pineapple, lemon juice and mustard. Stir over medium heat until mixture thickens. Boil one minute. Last minute before putting on glaze, brush with maple syrup.
Orange Ginger Cranberries This cranberry dish takes only about 30 minutes to make. Don’t even think about purchasing those canned cranberries. You can prepare this recipe about 2 days before Thanksgiving. 24 ounces fresh cranberries (2 packs) 3 cups sugar 1 1/2 cups fresh orange juice 1 1/2 tablespoons orange zest (scrape orange peel from orange-not the white part) 1 1/2 tablespoon finely minced fresh ginger Combine all ingredients in saucepan. Cook over medium heat until berries pop open, about 10-15 minutes. Toward the end of the cooking, skim off and discard foam that rises to top. Cool, then place in a covered dish and place in refrigerator.
Cornbread and Sausage Dressing If you take the extra time to make this stuffing, and your own cornbread, you will never buy those boxes of stuffing again. 2 teaspoons unsalted butter 1/2 pound mild Italian sausage or andouille sausage, cut into 1/2-inch pieces 1 1/2 cups chopped onions 1 cup chopped celery 1 cup chopped green bell peppers 1 tablespoon minced garlic Continued on Page 31
November 2014
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Flying WIth Faber Continued from Page 30 fresh corn from 2 ears ½ pound sliced mushrooms Basic Cornbread, recipe follows 3 slices stale white or whole wheat bread, torn into 1/2-inch pieces, crusts removed 1/2 cup chopped green onions 1/3 cup chopped fresh parsley 2 teaspoons chopped fresh thyme 1 teaspoon each sage and oregano 1 teaspoon salt 1/2 teaspoon freshly ground black pepper 1/8 teaspoon cayenne 1 cup coarsely chopped pecans 2 large eggs, beaten in ¼ cup milk 1 to 2 cups chicken or turkey stock, as needed Melted butter as needed Preheat the oven to 350 degrees F. Generously butter a 13 by 9-inch baking dish and set aside. In a large skillet, cook the sausage until brown and the fat is rendered, about 5 minutes. Add onions, celery, bell peppers, and garlic, and cook for 2 minutes. Remove from the heat and transfer to a large bowl to cool. Add the corn bread, white bread, green onions, pecans, parsley, and thyme to the bowl with the sautéed vegetables. Mix well with your hands. Add the salt, pepper, cayenne, and eggs, and mix again. Add enough broth, 1/2 cup at a time, to moisten the dressing, being careful not to make it mushy. Transfer to the prepared dish and cover with aluminum foil. Bake until heated through, about 25 minutes. Uncover and bake until golden brown, about 15 minutes more. Basic Cornbread: Make 2 days ahead. You can use this recipe or the one on the box of Alber’s Cornmeal. 1 tablespoon plus 1/4 cup vegetable oil 1 cup yellow cornmeal 1 cup all-purpose flour 2 teaspoons baking powder 1 teaspoon salt 1/4 teaspoon cayenne 1 cup buttermilk 1 egg Preheat the oven to 400 degrees F. Pour 1 tablespoon of vegetable oil into a 9-inch baking pan or heavy cast iron skillet. Place the pan into the oven as it preheats, allowing it to heat for at least 10 minutes. Combine the cornmeal, flour, baking powder, salt, and cayenne in a large mixing bowl and stir with a wooden spoon. Add the buttermilk and egg to the mixture, and stir well to blend. Pour the cornmeal batter into the preheated pan and
bake in the oven for 25 minutes or until lightly golden brown. Remove from the oven and let cool before serving or using in the dressing. Cut the cornbread into one-inch squares. Yield: 8 servings. Double the recipe for 16 servings. Will fill 1 16lb turkey and 1- 13x9 pan.
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Sweet Potato Casserole Once again, please avoid canned sweet potatoes. 5 large sweet potatoes or yams 2/3 cups brown sugar 2 tablespoons orange juice 1 teaspoon orange zest ½ teaspoon nutmeg 1 teaspoon cinnamon 4 tablespoons butter, melted ¼ cup pure maple syrup Peel sweet potatoes or yams. Cut into 1-inch chunks. Fill a pot with water and bring to a boil. Place potatoes in boiling water and cook until just tender, about 12 minutes. Drain the potatoes and transfer to a large bowl. Add the other ingredients and mix well. Place the mixture in a 13x9 baking dish. Bake in a 375-degree oven for about 35 minutes. Sprinkle with chopped pecans or mini-marshmallows and bake an additional 5 minutes.
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Parmesan Mashed Potatoes 5 pounds Yukon Gold or Russet Potatoes 1 stick butter, diced 1 cup warm milk 1 ½ cups grated Parmesan Boil potatoes until tender. Drain and return to pot. Heat milk. Add butter and mash well. Mix 1 cup of milk, then 1 cup of cheese. Season to taste with salt and pepper. Add more milk to reach desired consistency. These can be made 2 hours ahead. Let stand at room temperature, then reheat in 350-degree oven for 30-40 minutes. Mound potatoes in a bowl. Sprinkle remaining cheese and garnish with parsley. You can also add 2 chopped scallions and/or 2 tablespoons Dijon mustard.
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Broccoli & Cauliflower in Bread Crumbs For twelve people, use about six cups of vegetables. Cut into bite size pieces. Steam broccoli and cauliflower in a steaming basket immersed in salted boiling water for about 2 minutes. If you don’t have a steamer, place vegetables in Continued on Page 32
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In Flight USA Celebrating 31 Years
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Flying With Faber butter and mix well. Remove and reserve Âź cup of crumb mixture. Press remaining mixture firmly into a 9â&#x20AC;? pie pan. Use the bottom of a glass and pat down the crust. Pour the reserved mixture into a small baking pan and spread out the crumbs. Place pie pan and small baking pan in oven and bake for 8 minutes. Remove and cool completely.
(Stuart J. Faber) Continued from Page 31 a pot of salted boiling water for about 2 minutes. Remove vegetables and plunge into ice bath (a large bowl of water with a few handfuls of ice cubes). Heat 2 tablespoons butter in a large frying pan. While butter is bubbling, add 1/3 of the vegetables and cook to desired doneness. You can add some chicken stock for extra flavor and to keep vegetables moist. You can also add some chopped shallots, a handful of chopped pecans or 4 strips of chopped cooked bacon. Cook vegetables in three batches. Season each batch to taste. Heat 6 tablespoons butter in large skillet. Toss in 1 ½ cups fresh or storebought bread crumbs. Season with salt and pepper and toss until lightly browned. Set aside and reheat before serving. Just before serving vegetables, sprinkle crumbs over them.
Pumpkin Ice Cream Pie You will be astounded when you see how quick and easy it is to make this pie. And your guests will rave over the sumptuous taste. Crust 1 ½ cups graham cracker crumbs (crush or process about 12 crackers) 5 tablespoons melted butter 3 tablespoons white sugar Ÿ teaspoon cinnamon Pinch nutmeg 1/8 teaspoon salt
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Preheat oven to 375 degrees. Combine all dry ingredients. Add melted
Filling 1 cup canned pumpkin (not pumpkin pie mixture) ½ cup brown sugar ½ teaspoon cinnamon Âź teaspoon salt Âź teaspoon nutmeg ½ teaspoon ginger 1 tablespoon orange juice 1 quart vanilla ice cream, softened Combine pumpkin, brown sugar, orange juice and spices. Mix ice cream into pumpkin mixture and keep mixing until there are no longer any streaks of pumpkin. Pour into cooled crust. Freeze until ready to serve. If desired, whip some heavy cream and spread over the filling. Then, sprinkle reserved crumbs over top of whipped cream or the filling if no whipped cream. I guarantee that this will be among the best Thanksgiving dinners you will ever have. If you love turkey and trimmings as much as I do, you can dig into the leftovers for the rest of the weekend. I should warn you â&#x20AC;&#x201C; your phone will start to ring off the hook early next October.
Pumpkin Ice Cream Pie. (Stuart J. Faber)
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NBAA RESPONDS TO USA TODAY’S LATEST DISTORTIONS ABOUT GENERAL AVIATION SAFETY NBAA responded swiftly this week to a “biased [and] sensationalist” article published in USA Today, alleging that general aviation (GA) manufacturers and federal regulators have deliberately withheld safety improvements to reduce the risk of post-impact aircraft fires. In his Oct. 27 article “Investigation: Post-crash fires in small planes cost 600 lives,” writer Thomas Frank asserts that concerns over equipment costs have prevented manufacturers from improving post-impact fire safety in GA aircraft. “On behalf of the more than 10,000 Member Companies of the National Business Aviation Association using general aviation as a safe mode of transportation across the country and around the globe,” wrote NBAA President and CEO Ed Bolen in a response to the newspaper’s letters editor. “I find it unfortunate that USA Today has again published what seems to be a biased, sensationalist opinion piece [that] paints an unfair and inaccurate portrait of our industry, rather than presenting an objective and fact-based analysis of the many facets that have contributed to safer GA operations over the past several years. “Specifically,” Bolen added, “I find it particularly unsettling that the report was published without any reference to the most recent data from the National Transportation Safety Board published last month that GA safety is, in fact, the
strongest it has ever been.” Bolen joined with other aviation stakeholders in aggressively challenging the misinformation presented in the article, which was the second one to paint a negative picture of GA safety this year by the national newspaper. On June 18, USA Today published “Unfit for Flight,” also written by Frank, which implied GA flying operations are inherently unsafe. Earlier this year, 71 newspapers owned by The Gannett Company – which also owns USA Today – ran all or part of “Unfit for Flight,” and each one of those publications received an editorial response by NBAA President and CEO Ed Bolen setting the record straight. As with that earlier series, NBAA is again working to ensure that its position is clear in any outlet that publishes all or a portion of this latest USA Today report. That included sending Bolen’s response to the editorial staffs of other Gannettowned print publications, radio and television stations. “Improving post-impact fire safety is certainly a top priority for our industry,” Bolen concluded in his latest letter to the editor. “Rather than promoting an effective discussion on an important safety matter, however, for the second time in four months USA Today has chosen to portray instead an incomplete, and above all negative image about the safety of general aviation across the U.S.”
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AOPA CALLS USA TODAY STORY ‘SENSATIONALISTIC AND INCOMPLETE’ By AOPA Communications staff SA Today has offered its readers sensationalistic and incomplete journalism with its latest story targeting general aviation, according to AOPA. The Oct. 28 article purports to examine the potential for post-crash aircraft fires. In the article, the author blames manufacturers for being reluctant to change and improve upon designs. This is a gross distortion. In fact, the manufacturers, AOPA, the General Aviation Manufacturers Association (GAMA), and others have been active supporters of safety improvements. One of the real issues has been the
U
need for regulatory change to revise aircraft certification rules and simultaneously improve safety while reducing costs. This reform is designed to streamline the process for incorporating innovative and affordable technologies that will enhance safety. These changes are known as the Federal Aviation Regulation Part 23 reform. At the urging of AOPA and GAMA, Congress in 2013 passed – and President Barack Obama signed – this reform legislation. USA Today has largely excluded mention of this legislation in its articles on general aviation, presenting an incomplete picture of the safety initiatives that are underway. Continued on Page 37
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In Flight USA Celebrating 31 Years
November 2014
NATA REQUESTS EXEMPTION OF LANDING FEES FOR BASED AIRCRAFT AT MACARTHUR AIRPORT On October 10, National Air Transportation Association (NATA) President and CEO Thomas L. Hendricks wrote to the Town of Islip, N.Y., requesting it drop recently imposed landing fees on based aircraft at Long Island MacArthur Airport (ISP). The Town of Islip imposed landing fees on all aircraft effective Sept. 1, 2014, and for the first time made them applicable to based air-
By Staff Sgt. Sara Keller
craft. In addition, the new fee schedule established even higher rates for night landings. NATA represents a broad array of aviation service business essential to a vibrant general aviation sector, including companies located at ISP. In the letter, Hendricks requested reconsideration of the new fees, noting the intended increase would likely lead to
reduced business and investment and potential job loss at the airport. Hendricks also posed a series of questions to Islip officials in order to determine if the additional nighttime landing fee is consistent with the airport’s grant assurance obligations, observing that the imposition of higher fees for nighttime operations at ISP appears to be a de facto attempt to curb traffic, which requires specific
approval of the FAA. Hendricks closed by noting, “Ultimately, aircraft owners and operators will choose their airport based on a variety of factors, including the availability of lower-cost alternatives. To preserve ISP as a vibrant economic engine for the community, it is critical to ensure the airport remains cost-competitive with other nearby facilities.”
RAMSTEIN AIRMEN SUPPORT EBOLA FIGHT, MITIGATE RISKS AT HOME
86th Airlift Wing Public Affairs
A
s service members travel to Africa in support of Operation United Assistance, Ramstein Air Base here continues to establish itself as a power projection platform for Europe and Africa. Medical professionals from the 86th Medical Group, along with leadership throughout Ramstein AB, recently implemented plans to ensure safety precautions are taken to protect the aircrews, passengers and the 54,000 members of the Kaiserslautern Military Community. Prior to departing from Ebola-affected areas, all personnel are screened and those categorized as “no known exposure” or “low risk of exposure” are allowed to board Air Force aircraft bound for Germany. “Transient aircrew members who are on the ground for only a few hours are actually below the lowest Center for Disease Control exposure category,” said Capt. (Dr.) Michael D’Amore, a 37th Airlift Squadron and 86th Aerospace Medicine Squadron flight surgeon. “Additionally, Airmen from the 86th Airlift Wing that are located in the areas of the Ebola outbreak are kept within secure Department of Defense areas. These areas are protected and monitored to prevent active or contagious cases of Ebola from coming in contact with our Airmen. Furthermore, all people within these DOD areas are monitored several times daily for any signs of symptoms.” According to Lt. Col. Juan Ramirez, the 86th AMDS public health flight commander, Airmen assigned to Ramstein AB will be monitored upon their return. “Upon arrival, it is mandatory for all Airmen who are stationed here to have their temperature taken twice a day by a
Tech. Sgt. Saquadrea Crosby gets fitted for an N95 respirator by Airman 1st Class Aaron Gonzalez Oct. 17, 2014, at Ramstein Air Base, Germany. The N95 respirator is a device that is used to help prevent the spread of germs (viruses and bacteria) from one person to another. As members of the 86th Airlift Wing continue to support missions for Operation United Assistance, Airmen who are expected to interact with returnees from Ebola affected areas will be fitted for the N95 respirators. Crosby is the 86th Aerospace Medicine Squadron public health NCO in charge and Gonzalez is an 86th Bioenvironmental Engineering technician. (U.S. Air Force photo/Staff Sgt. Sara Keller)
medical professional at the Ramstein clinic for 21 days,” Ramirez said. Because aircrew are consistently traveling in and out of the areas, they will be required to monitor their own temperature and report them twice a week to the flight medicine clinic at Ramstein AB. In addition to temperature checks, screening processes are completed before and after they go on missions to West Africa. “Airmen are tracked and screened prior to departing and upon return,” D’Amore said. “We track countries visited and potential contact with indigenous people, animals or exotic foods.” Although most of the Airmen from
the 86th AW traveling into affected areas are considered transient aircrew and have minimal time on the ground in places like Liberia, the aircrews are educated and prepared on necessary protocol and procedures in the unlikely event an infected patient manifests symptoms on a U.S. Air Force aircraft. “All aircrew members have been briefed in quarterly safety meetings and since then, several flight crew information files have been distributed on the topic of Ebola,” D’Amore said. “FCIFs are mandatory documents that must be read prior to their next flight and they include information as well as procedures
to protect our Airmen from exposure to Ebola, prevention of the virus on U.S. Air Force aircraft, and what to do in the event of a passenger presenting symptoms while in flight.” For transient passengers returning from Ebola affected areas landing at Ramstein AB, measures are in place to monitor those travelers passing through the base. Like aircrews, passengers will also be prescreened before departing affected areas. “As personnel redeploy from West Africa to return to Ramstein, they’ll be screened and cleared by 86th Medical Group public health staff,” Ramirez said. Ramirez explained that personnel transiting through Ramstein will have their temperatures taken right on the flight line, with further monitoring continued at their final destinations. With President Barack Obama’s announcements to increase U.S. efforts to respond to the Ebola virus epidemic, U.S. Africa Command is working with the U.S. Agency for International Development to deliver much needed support. Part of AFRICOM’s effort is the tactical theater airlift provided by the 86th AW, now in conjunction with the 86th MDG’s efforts to educate and keep Airmen safe. “Containing this Ebola outbreak is a necessity on a global and national scale,” D’Amore said. “Therefore, the Airmen of the 86th AW are vital for support of DOD and national efforts. It’s exciting to be a part of a large and evolving operation such as this. One of the main functions of medical in the military is to prevent the spread of disease throughout the fighting force, and that is a big reason why we train and prepare service members to help in this outbreak that now has international attention.”
November 2014
AIR FORCE BASKETBALL ATHLETE DEFINES RESILIENCY
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hen the combat rescue helicopter Pedro 66 was brought down by enemy fire June 9, 2010, in Afghanistan, retired Master Sgt. Christopher Aguilera thought his life was over, literally. â&#x20AC;&#x153;I thought my last job as an aerial gunner was to make sure that the aircraft and everything around us burned to the ground and to ash,â&#x20AC;? Aguilera said. â&#x20AC;&#x153;I had a broken ankle, broken femur, broken hip, broken tail bone, broken back in five spots. I had four broken ribs, broken sternum, broken collar bone, broken jaw, brain injury, punctured lung and I was on fire â&#x20AC;&#x201C; and surrounded by the enemy.â&#x20AC;? Aguilera was one of two survivors of the Pedro 66 crash, and said the survivorâ&#x20AC;&#x2122;s guilt he felt took a greater toll on him than his physical injuries. â&#x20AC;&#x153;Recovery was tough, because I was severely injured with amputations and burns and broken bones,â&#x20AC;? he said. â&#x20AC;&#x153;At first the only thing that they were teaching me was how to transfer from a wheelchair to a toilet seat to the bed, and I realized there was no way I was going to get my job back, there was no way I was going to live the rest of my life like this. â&#x20AC;&#x153;What I was finding was that I still had a lot of anger,â&#x20AC;? he continued. â&#x20AC;&#x153;I was very, very angry all the time. Thereâ&#x20AC;&#x2122;s still times now when I can just let my anger get control and, to be honest with you, I am very comfortable with it because when I get angry, people stay away from me and leave me alone, and I find that peace that I want. Whereas when Iâ&#x20AC;&#x2122;m nice, I kind of get overwhelmed, and I donâ&#x20AC;&#x2122;t like the large crowds or the people. I was very angry, and I needed help.â&#x20AC;? Despite his successful road back to flying and combat-ready status, Aguilera had to have his left leg amputated, due to infection, after a deployment to Africa in 2013. â&#x20AC;&#x153;I was running out of options,â&#x20AC;? Aguilera said. â&#x20AC;&#x153;I was realizing that I had limitations I didnâ&#x20AC;&#x2122;t anticipate I would have before. I wasnâ&#x20AC;&#x2122;t ever going to be that 100 percent that I was before. I had to make this new 100 percent, and it was really weird.â&#x20AC;? He found the Air Force Wounded Warrior Adaptive Sports Program helpful in both his physical and emotional recovery. â&#x20AC;&#x153;The one thing I love the most about adaptive sports is it doesnâ&#x20AC;&#x2122;t matter whatâ&#x20AC;&#x2122;s wrong with you, what type of limitations you think you might have, we are going to find a way around it, and weâ&#x20AC;&#x2122;re going to get you to your goal,â&#x20AC;? he said. He explained that talking to people
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Master Sgt. Christopher Aguilera in the first game of the 2014 Warrior Games (U.S Air Force photo/Staff Sgt. Devon) who have similar injuries, experiences and goals has helped him to get better faster. Aguilera said even if people in the program havenâ&#x20AC;&#x2122;t had the same experiences, or have had ones worse than his, they can all find ground. â&#x20AC;&#x153;Thatâ&#x20AC;&#x2122;s what I needed,â&#x20AC;? he said. â&#x20AC;&#x153;Thatâ&#x20AC;&#x2122;s when the healing started.â&#x20AC;? Before participating in adaptive sports, Aguileraâ&#x20AC;&#x2122;s future seemed dark and hopeless. Now, he competes on the Air Forceâ&#x20AC;&#x2122;s wheelchair basketball team and individual track and field sports. â&#x20AC;&#x153;I couldnâ&#x20AC;&#x2122;t play basketball; I couldnâ&#x20AC;&#x2122;t do all these things, and it was really depressing,â&#x20AC;? he said. â&#x20AC;&#x153;I found myself in a downward spiral, and I needed to change. Now, I feel tremendous. I can see the sun; I can see the sky; I can see the people around me, and I can be happy about that. Thereâ&#x20AC;&#x2122;s not too much anxiety now. Thereâ&#x20AC;&#x2122;s not a lot of anger and hatred. I can move past it. Itâ&#x20AC;&#x2122;s nice â&#x20AC;&#x201C; I got my life back.â&#x20AC;? His love for the Air Force Wounded Warrior Program is something he wishes other wounded veterans and service members could experience for themselves. â&#x20AC;&#x153;Unfortunately, a lot of my close brothers and sisters who have been injured in combat, donâ&#x20AC;&#x2122;t come into this program,â&#x20AC;? Aguilera said. â&#x20AC;&#x153;They donâ&#x20AC;&#x2122;t like it; they think itâ&#x20AC;&#x2122;s dumb. They donâ&#x20AC;&#x2122;t see it for what it is. I would wish more of my combatrelated brothers would have enough courage to come in and participate in this.â&#x20AC;? He said he owes a lot to the program and the trainers, coordinators and program managers within the program. â&#x20AC;&#x153;This program is taking people who are going into dark places in their heads because of what theyâ&#x20AC;&#x2122;ve gone through and making them better,â&#x20AC;? he said.â&#x20AC;? In adaptive sports, we wonâ&#x20AC;&#x2122;t stop until we find a way to get you going where you want to go.â&#x20AC;?
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CESSNA’S FLAGSHIP CITATION LATITUDE DEBUTED AT NBAA The Citation Latitude, Cessna’s newest midsize business jet, made its public debut at the annual National Business Aviation Association (NBAA) Convention & Exhibition, giving customers and industry observers a first look at the company’s latest in a long line of Citations, the world’s most popular line of business jets. Cessna Aircraft Company is a subsidiary of Textron Aviation, Inc., a Textron Inc. company. “From cabin to cockpit, customers are impressed with the expansiveness of the Citation Latitude,” said Kriya Shortt, senior vice president, Sales and Marketing. “The superior flight functionality, performance and reliability that are inherently Citation are matched by the clean, contemporary cabin environment, superior in-flight productivity and integrated flight management suite–– elevating the flight experience for both passengers and pilots.” The aircraft on display was one of four Citation Latitudes flying in the company’s certification flight test program, which has logged more than 600 flight hours in 260 flights. Performance improvements demonstrated in the flight test program have prompted Cessna to update the aircraft specification to reflect an eight percent greater range to 2,700 nautical miles at long-range cruise speed, and shorter runway performance with takeoff distance now an impressive 3,668 feet. Type certification by the Federal Aviation Administration (FAA) is expected in the second quarter of 2015. Announced at NBAA just three years ago, the Citation Latitude features an all-new fuselage, the widest fuselage of any Citation jet, a flat cabin floor and six feet (1.83 meters) of cabin height, Garmin G5000 avionics, and two Pratt & Whitney Canada PW306D engines with
auto-throttle capabilities. Cessna’s Clairity® cabin-technology system ties into the Citation Latitude’s advanced avionics center to provide connectivity and productivity to each passenger through their personal electronic devices. The Citation Latitude accommodates up to nine passengers and can reach a flight level of 43,000 feet (13,106 meters) in just 24 minutes. It is designed with a powerful new cabin cooling system and a pressurization system providing a 6,000-foot (1,829-meter) cabin altitude at the aircraft’s maximum operating altitude of 45,000 feet (13,716 meters). The Latitude is also the first business jet in the industry to feature cabin airbags for passengers in side-facing dual or single seating configurations. Taking a cue from technology prevalent in automotive airbags, the system is the first to meet new FAA occupant protection requirements and extends the Citation’s heritage for continued safety innovation. The Latitude prototype first flew on schedule in February, followed by two additional aircraft in May and July. Cessna gained Federal Aviation Administration (FAA) Type Inspection Authorization (TIA) for the Latitude in May. The Citation Latitude is among 12 aircraft on display for Textron Aviation, which includes the four new Citation models certified in the past year––the Citation X+, Citation Sovereign+, Citation CJ3+ and Citation M2. More than 6,600 Citations have been delivered to customers around the world since the first Cessna Citation business jet was put into service in 1972. Citations are the largest fleet of business jets in the world and have surpassed 30 million flight hours. For more information on the Citation Latitude, visit Cessna.com
AOPA Calls USA Today Continued from Page 33 Readers will also find that USA Today has ignored information that shows a reduction in general aviation fatalities. For example, in 2013, general aviation realized its lowest number of fatalities in decades. In fact, federal records show that GA fatalities have declined by 75 percent since 1973. AOPA submits that this improvement is the result of persistent pilot education,
improved flying techniques, and safety enhancements in aircraft, such as improved restraints. Pilot education and aviation safety were primary goals when AOPA was founded 75 years ago, and that mission has not changed. Today, AOPA offers more than 300 safety and aviation skills courses, and the association’s work to protect the freedom to fly, and to make flying safer.
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38
In Flight USA Celebrating 31 Years
By Ed Downss
“R
eally,” you may think. So cross country planning is a topic exciting enough to warrant editorial comment?” Yes, it most certainly is when the cross country in question is the longest trip our species has ever taken, non-stop to Mars. On Dec. 4 (currently set for 7:05 EST), 2014, the first crew-capable spaceship specifically designed for flight to Mars will be launched from Space Launch Complex 37 of Cape Canaveral’s Air Force Station for its initial unmanned fight into interplanetary space. The 41-year wait for NASA’s return to manned spaceflight beyond the realm of low orbit operations will be over. Regrettably, you may not even hear that it has taken place as never ending post-election analysis, continuing Ebola concerns and Middle East troubles hog highly valued media time. Let’s take just a moment to review what has been taking place in the world of space travel. In Aug. 2011, this writer kicked off the editorial opinion feature of In Flight USA magazine with commentary on the retirement of the Space Shuttle. While politicians were sending the Space Shuttle around the country in their version of victory laps, the editorial noted that the end of
CROSS COUNTRY PLANNING
space shuttle flights meant the end of the U.S. manned space flight program. For all practical purposes, this was the end of our leadership in space that had begun with the U.S. commitment to interplanetary space travel kicked off by President John F. Kennedy on Sept. 12, 1962, at Rice University, Houston, Tex. The decommissioning of the Space Shuttle program meant that the U.S. would simply be a passenger on the Russian Soyuz spacecraft with no ability to place our astronauts in orbit using American made hardware. Fortunately, our inability to launch crews to the International Space Station will soon be coming to an end. Boeing and SpaceX, private companies that have been part of an aerospace industry competition to provide commercial low orbit service, are reaching their final stages of development, and Boing is expected to begin launching American crews to ISS as early in 2017, using the Boeing Atlas V booster and CST-100 Spacecraft. This writer began to pick up on NASA news releases in early 2013 that told of the progress being made with another spacecraft, the Orion. This “Apollo look-alike” caught my attention and additional research was undertaken. An historical review disclosed that in Jan.
2004, President George W. Bush reasserted the national desire to return astronauts to the task of interplanetary space exploration and set plans in place to return to the moon and then push onto Mars. Called the Constellation Program, plans included the development of a new and flexible crew module and heavy lift rockets, the Ares I launcher and finally the Ares V booster, the new “moon rocket.” The crew module was to be a versatile vehicle that could sustain a crew of four in long term lunar orbit and be used for all future missions planning as a re-entry vehicle when returning to Earth. This crew module is Orion. To fund the program, plans were set in place to decommission the expensive Space Shuttle in 2010 in order to free money for Constellation. It was expected that the U.S. would be back in the business of launching manned spacecraft as early as 2013, with a lunar mission possible by 2015. But 2008 election results changed the direction of our national goals away from technological world leadership and turned federal funding inward to social and ideological issues. The Constellation program was formally canceled in Oct. 2010 when the U.S. National Space Policy Act was passed. The Space Shuttle was allowed to pass into history in 2011, leav-
November 2014
ing the U.S. without the ability to launch astronauts into space from U.S. soil. While the National Space Policy drastically cut funding for a return to the moon, the act did allow for the development of the Space Launch System (SLS), a heavy lift booster that combines the capabilities of both Ares boosters into a single design. The Orion spacecraft also survived, and when combined with the SLS, enables the launch of astronauts into high-earth orbit, lunar orbit, asteroid capture missions and explorative travel to Mars, all while maintaining the ability to provide crew and cargo support to the ISS. With funds drastically cut, both Orion and SLS have been on the slow track, but steady progress has been made. Fascinated by the prospect of NASA having a space ship capable of flying to Mars, this writer contacted the Johnson Space Center (JSC), location of the Orion engineering prototype, with a request for a briefing and, if possible, a hands-on check out of the space craft itself. The Orion is larger than Apollo, 16.5 ft. in diameter versus the Apollo at 12.8 feet. This may not seem like much, but it adds up to an interior volume that is approximately 60 percent larger than Apollo. Designed to carry six when servicing the ISS, and four Continued on Page 40
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November 2014
OODIES AND ADGETS
www.inflightusa.com
39
One of the truly great things about being an aviation buff is the number of “Goodies and Gadgets” available to play with. Here In Flight USA has collected a few new ones worthy of your consideration.
Avidyne Announces MLB100 978MHz ADS-B Datalink Receiver
New Schweiss Container and Show Trailer Doors Open Up Possibilities
MLB100 provides ADS-B IN Traffic and Weather for Avidyne display systems; Avidyne extends product line, now offering a complete suite of ADS-B-capable avionics for General Aviation aircraft. Avidyne Corporation, a leading provider of integrated avionics and safety systems for general aviation aircraft, introduced the MLB100 Datalink Receiver for ADS-B (Automatic Dependent Surveillance-Broadcast) IN. The MLB100 is designed to provide ADS-B traffic and Flight Information System-Broadcast (FISB) weather information for display on Avidyne’s new IFD540 and IFD440 FMS/GPS/NAV/COMs, as well as EX600, EX500 and EX5000 Multi-Function Displays (MFD). “We are excited to bring the MLB100 to market for Avidyne customers who want to have access to ADS-B traffic and FIS-B weather,” said Patrick Herguth, Avidyne’s Chief Operating Officer. “Our AXP340 Mode S Transponder provides ADS-B OUT to comply with the 2020 mandate, and the MLB100 gives U.S.-based customers a lowcost ADS-B IN solution for traffic, plus the ability to receive weather data without the monthly subscription costs associated with other broadcast systems.” “Avidyne is focused on offering certified avionics that make flying easier and safer for general aviation aircraft, including a full line of products to satisfy impending ADSB requirements,” said Avidyne CEO, Dan Schwinn. “The addition of the MLB100 gives Avidyne a full portfolio of ADS-B solutions to meet the needs of customers flying in NextGen airspace in the U.S. and around the world.” About the MLB100: Using the 978MHz data link frequency band, the MLB100 receives Flight Information System-Broadcast (FIS-B) weather information, including NEXRAD radar, METARs,TAFs, AIRMETs, SIGMETs, Special Use Airspace (SUA), and Temporary Flight Restrictions (TFRs). The MLB100 also receives traffic information directly from nearby 978MHz-equipped aircraft, and indirectly through the rebroadcast of 1090MHz-equipped aircraft via 978MHz ADS-R. Traffic information from aircraft not participating in ADS-B is received from ground stations via 978MHz TIS-B transmissions (Traffic Information Service-Broadcast). Avidyne display systems that are already in service will require a field-loadable software upgrade to accommodate the MLB100 data stream. Announcements regarding certifications and software upgrade availability for each specific display type will be forthcoming. ADS-B Products from Avidyne In addition to the MLB100, Avidyne also offers the panel-mounted AXP340 Mode S Transponder with 1090MHz Extended Squitter for ADS-B OUT. Full reception of ADS-B IN traffic information by the MLB100 from ATC (ADS-R and TIS-B) requires an ADS-B compliant Mode-S ADS-B Out Transponder and approved position source (such as Avidyne AXP340 and IFD540, IFD440). Avidyne has also announced 1090MHz ADS-B IN capability for their TAS600A active-surveillance Traffic Advisory Systems (TAS-A Series). Pricing and Availability The MLB100 Data link Receiver has a retail price of $2,495 and will be certified and available in early 2015. Connector kit and Mounting Tray are included. Antenna is sold separately.
Shipping and commercial containers come in many forms and sizes, but many do not have door accessibility. Even dealing with conventional containers with a door located at the end can be a hassle. Now Schweiss Doors can make any container, whether it be for backyard storage, rail or ship transport, much more user-friendly by fitting it with one or more hydraulic doors on the sides or both ends for increased, easy access. Imagine having to open a container door and then filling it completely full from front to back. Then you remember you need to get something from the center. It’s really cumbersome and not easy to get things out of a container once it is stacked full. You could use the option of leaving an aisle way down the center, but that makes storage space even smaller. Containers with side or end wall steel doors can easily be opened and closed for loading or unloading with a fork truck or other means. Container doors can be attached to all four sides of a container or even on the top of it. Schweiss Door engineers can work with you to design any configuration you might desire. Schweiss onepiece hydraulic container doors are prehung on their own frame with the best compact pump on the market, strong cylinders and spherical bearings. They can be opened and closed by remote control quickly and quietly and have very few moving parts. A hydraulic door, which opens from the bottom up, also provides a canopy or awning protecting the inner contents from excessive sun or inclement weather. All Schweiss doors are custom made to fit your container to exact measurements. These doors can be designed with windows, walk doors, or to accept any exterior cladding or insulation desired. When you close the container doors, you can also be assured that your product is burglar proof and secure but easy to get to. Schweiss doesn’t just make container doors. They can also build you a customized container or design a container for use at trade shows. A sidewall hydraulic door on a container can also serve as a display booth. The beauty of this is that the container is all self-contained and can be set up or closed down secure and fast. When you arrive at a show site, all you have to do is open the door, and you are in business. It’s ideal for companies marketing, displaying and selling their wares, and even for food vending containers on wheels. The possibilities are endless. Schweiss Doors show trailer has hydraulic doors that open up the sides. It allows them to set up and take down their display in a matter of minutes. You can make a large container like this useful and user-friendly by attaching hydraulic doors to the side or end walls.
Have an event coming up? Submit it for publication in the In Flight USA Events Calendar online at inflightusa.com
40
In Flight USA Celebrating 31 Years
November 2014
Cross Country Planning Continued from Page 38 when used for long-range missions, it is not crowded. The interior “cabin width” of Orion is slightly larger than that of the ubiquitous Boeing 737, which crams six abreast seating into that space versus the Orion’s three abreast seating. While the sidewalls do taper in on Orion, one must remember that most of Orion’s flight will be in weightless conditions, making a small space seem much larger. The conical shape of Orion is not simply a copy of Apollo but dictated by aerodynamics that ensures a stable reentry with minimum attitude guidance needed once the descent begins. Seat structures are designed to fold out of the way for weightless flight, as they are simply not needed. Both the Apollo and Space Shuttle used batteries and fuel cells for power, which means they had very finite fuel limits. Not so with Orion, which uses batteries and solar cells to provide power for missions lasting many months. The Apollo command module weighed in at almost 13,000 lbs. while the Orion command module tips the scales at about 22,000 lbs. To be sure, Orion is a larger, long-range machine. A full report on Orion appeared in the Jan. 2014, issue of In Flight USA and follow- up reports have been carried all year long.
Using the term “Orion” to describe the spacecraft is not completely accurate. The Orion spacecraft system actually consists of several major components that are “stacked” together as mission needs dictate. The first of these is an abort system, which permits the crew to break free from a booster that might misbehave and also incorporates a shroud that completely covers the crew module during launch. Second is the crew module, which provides a human habitat for both launch and recover and contains the primary flight management system from which the crew controls the spacecraft. The crew module incorporates a universal docking collar that permits the crew module to dock with the ISS, a lunar lander, or even an extended range habitat for asteroid and Mars missions. Also included in the crew module is the three-parachute package that will gently lower Orion to a water landing. Next in the stack is the crew module adapter, which is the portion of the service module that the U.S. is producing (with the European Space Agency building the ESA service module below that). This area contains the avionics interfaces and systems that tie to the crew module through the crew module/service module umbilical. Different avionics configurations can be installed to permit mission flexibility. The
crew module adapter plugs into the service module (built through a cooperative agreement with the European Space Agency), which provides electrical power, propulsion (utilizing the Space Shuttle orbital maneuvering engine), attitude control and environmental control. Once in flight, four solar panels deploy from the service module, taking on an appearance wonderfully similar to the Star Wars X-fighter. How cool is that! If flying beyond earth orbit, an Interim Cryogenic Propulsion Stage is added to this total stack for the final push from the Earth’s gravitational grip. The entire Orion stack has been completed and is now mounted on top of the Delta Heavy Lift Booster, the largest booster currently available. The Space Launch System (SLS) booster that is designed specifically for long range Orion flights (like Mars) will fly in 2017, and will be the most powerful rocket to ever lift off. The December flight of Orion will place the vehicle in Earth orbit at 3,600 miles above the Earth, about 15 times higher than the Space Shuttle normally operated. With Orion, we are back in the interplanetary “space game.” This first flight will not simply be a robotic “launch and recovery” mission. The vehicle will “be flown” through the separation
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sequence and maneuvers needed for reentry. These first mission objectives will verify operations before flying a crew, but there are also many other flight test objectives, which are continually being developed and refined to maximize mission data return on the early test flights. With a re-entry speed in excess of 20,000 mph, the single piece heat shield, the largest ever manufactured, will be given a true test by fire. It is remarkable that Orion and its support systems have survived during this long period of budget cuts to NASA and scientific research in general. While currently budgeted for only a single flight per year, this writer hopes that midterm election results and later, the election of new national leadership, will bring about a desire to once again make America a leader in space exploration and manned space flight. Yes, NASA does have a plan for cross-country flights that will serve up adventure and technology as never before. Keep Dec. 4 in mind and stay up to date at http://www.nasa.gov/orion. One last thought, just in case you read this issue before Nov. 12, 2014. The Rosetta is schedule to land on a comet that day, which will be covered on live TV. As far as this writer knows, Bruce Willis will not be on board.
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November 2014
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From Skies to Stars
By Ed Downs
ANDROMEDA
I
t was another night at the Astronomy Club of Tulsa’s observatory, just southwest of Mounds, Okla. Yes, that is in the middle of nowhere, just right for dark night observing. It was also a visitor night, with a group of kids from a scout group and many adult visitors planning to join our group of astronomy nerds as we pointed our telescopes starward. With pleasant temperatures, it looked like a great observing evening, so of course, Oklahoma weather decided not to cooperate. Altostratus and cruciform clouds covered about two thirds of the sky, but a group of diehards headed out to do what we could to entertain and educate guests. Our local expert and guru, John Land, conducted a terrific planetarium show, using what little of the sky could be seen by using a laser pointer, all the while promoting safe use of laser pointing devices, but trying to find a good target for beginners to view proved difficult. This writer was asked to see if I could find M 31 with my 12-inch Orion reflector, sometimes called a “light bucket” due to its ability to suck in even dim objects. Sure enough, M 31 was located, and folks were invited to view this wonder of the skies. We then realized the “M 31” meant absolutely nothing to the newcomers, and finally announced, “Who wants to take a
look at the Andromeda Galaxy?” Even those not particularly interested in Astronomy recognize the name “Andromeda Galaxy.” Perhaps they remember the stories of Greek mythology, wherein Greek Hero Perseus rescues Princess Andromeda (daughter of Cassiopeia) from certain death, made famous by the stories of Homer. Maybe it was the book written by Michael Crichton, The Andromeda Strain, later made into a blockbuster movie of the same name in 1971. This story, about an alien virus and the hunt to find and kill it at a secret government facility named “Wildfire” would seem remarkably applicable given our current fight with Ebola. Some might even remember the TV series named Andromeda, about a starship lost in time, trying to rebuild a lost civilization. But to amateur astronomers, the Andromeda Galaxy is a soft cotton ball nestled in amongst a sea of stars. Even when looked at under high power, only the most sophisticated of amateur scope can really define individual stars in this distant galaxy, but the center “bulge,” an area of intense brightness can be seen. To astronomers and astrophysicists, Andromeda is of particular interest, as it is the closest galaxy to our own Milky Way
Galaxy. Andromeda is also approaching the Milky Way at a rate of 186,000 miles per second, or the speed of light. And yes, with a distance between the two galaxies of approximately 2.5 billion miles, Andromeda will overtake and consume the Milky Way in about three to five billion years. While the Milky Way and Andromeda are both considered large galaxies, Andromeda has the edge over the Milky Way by most measures, with the exception of star “birth rates.” The fact is, new stars are being born in the Milky Way almost twice as fast as in Andromeda. But the Milky Way will never catch up in size before the collision takes place, as Andromeda has some 400 billion to 600 billion stars compared to our family of 200 to 300 billion stars. We know that the vast majority of these stars will have multiple planets, giving Si-Fi fans a lot of places to visit when we finally invent warp drive. As far a scientist can tell, our Milky Way is formed in a spiral shape (hard to tell looking from the inside out) having two prominent arms and several smaller arms, while Andromeda is more of a puffy disk. Both galaxies have massive black holes at their centers, although Andromeda’s black hole (possibly two) is nearly 25 times more massive
than ours. The disk diameter of our Milky Way has a respectable radius of about 90,000 light years. You can actually see the disk from any reasonable dark area. It will look like a silver cloud extending from the southwest to northeast horizons during the winter. You will be looking toward the outer edge of our own galaxy. The summer sky will give you an even better view, as you will be looking toward the core of our home galaxy. By comparison, the Andromeda Galaxy has a disk that is about 150,000 light years in diameter. Once the gravitational forces of this giant galaxy reaches the Milky Way, a dance will begin that will result in the complete destruction of our home in the universe, to be replaced by a new spiral galaxy that will be impressive both in density and size. This writer mentioned the imminent collision to a visitor looking through the eyepiece of my telescope. Our guest commented, “So this is where it will all end?” Thinking for a moment, I envisioned the mating of these two giants, which is billions of years in the future, and then I imagined the new galaxy, which will be born. “No,” I answered, “perhaps this is just a new beginning.” What do you think?
CIRRUS AIRCRAFT CO-FOUNDERS DALE AND ALAN KLAPMEIER INDUCTED INTO NATIONAL AVIATION HALL OF FAME Dale and Alan Klapmeier were inducted into the National Aviation Hall of Fame Saturday evening Oct. 4 at a ceremony in Dayton, Ohio. The brothers were honored for their contributions to the industry and join a prestigious group of aviation pioneers in the National Hall of Fame, including Orville and Wilbur Wright, Amelia Earhart, Neil Armstrong and Chuck Yeager. “This is a great honor, and I am humbled to be part of this group of pioneers,” remarked Dale Klapmeier, CEO of Cirrus Aircraft. “The real credit goes to the entire Cirrus family who has been with us through the years. It goes to our teams in Duluth, Minn. and Grand Forks, N.D. as well as our team members spread around the world. This honor is also shared with our nearly 6,000 current owners and customers who have support-
ed us with their faith and trust.” Dale and Alan were passionate about aviation from an early age. Their high school and college years in Wisconsin were filled with flight training, restoring and designing aircraft. In 1979, while still in college, Alan began the design for what became the Cirrus VK-30. This five-seat, composite piston-pusher prop aircraft went on to become the first kit aircraft featured on the cover of Aviation Week & Space Technology in January 1990. In 1994, the brothers relocated the team to Duluth, Minn., and aimed their sights at revolutionizing general aviation by delivering an aircraft that set the new bar in safety, comfort, ease of use and performance. Their goal was achieved when they delivered the composite, fourseat single engine piston SR20 in 1999.
The SR20 went on to gather accolades across the industry and led Cirrus to continue expanding their product line, introducing the higher performance SR22 in 2001 and SR22T in 2010. Dale and Alan’s relentless pursuit of safety advancements at Cirrus Aircraft changed general aviation forever. Their insistence on delivering every aircraft with a full-airplane parachute system, known as the Cirrus Airframe Parachute System (CAPS), has saved 95 lives to date. In addition to the parachute, they constantly pushed the industry to develop more capable solutions for light aircraft, leading the way by quickly incorporating glass-panel technology, synthetic vision, envelope protection and more into their aircraft. Their focus on safety and innovation led them to become a world leader in general aviation.
“Thank you to the pioneers who have been honored before us,” concluded Dale. “It was their passion and drive that has allowed us to do what we do.”
42
In Flight USA Celebrating 31 Years
November 2014
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.
NON-TOWERED AIRCRAFT OPERATIONS At an airport without an operational control tower, sometimes referred to as an “uncontrolled” airport, communication is one of the key elements in maintaining proper aircraft separation. Use of the Common Traffic Advisory Frequency (CTAF) helps to assure the safe, orderly flow of arrival and departure traffic. FAR 91.113 cites basic right-of-way rules and FAR 91.126 establishes traffic-flow rules at non-towered airports. The Aeronautical Information Manual (AIM) and FAA Advisory Circular 90-66A expand on these regulations to define procedures for operations at non-towered airports. Staying visually alert is the final measure of defense against aircraft that may be operating without a radio or without regard to the standard non-towered airport procedures. The following ASRS reports highlight some of the problems commonly associated with non-towered airport operations.
Unexpected Opposition – Two Opposite Runway Takeoff Incidents A C680 Flight Crew had to abort their takeoff when an aircraft made an unannounced departure on the opposite runway. It is not known if the “other airplane” failed to use a radio or did not have one. For aircraft without a radio installed, the use of a hand-held transceiver is highly recommended at busy non-towered airports. • After boarding passengers and starting engines, we notified [Departure Control] that we were ready for [IFR] departure on Runway 17. We were informed that there would be a delay if we used 17, so we decided to depart on Runway 35 to avoid the delay since winds were calm. There was one aircraft that departed Runway 17 as we were taxiing to Runway 35, but we did not hear or see any other traffic. We were released by Departure from Runway 35 at which point we visually cleared the area left and right and transmitted on CTAF that we were departing [Runway] 35. We did hear another aircraft arriving from the
north about six miles away, but did not see it. After takeoff we were to make a sharp left turn and knew the traffic would not be a factor. As soon as we took Runway 35 and advanced the power for takeoff, the Co-Pilot called, “Airspeed alive” and then said he saw an airplane far down the runway. I yelled, “Abort” below 50 knots. We watched the other airplane lift off and sidestep slightly to the right as we exited the runway. [It]…passed abeam us by about 400 feet. We never heard anything else on the radio. In another example of “unexpected opposition,” the pilot of an experimental aircraft encountered opposite direction traffic that failed to announce a departure against the flow of traffic. • Calm winds prevailed on arrival…. I landed and refueled. The calm wind runway at [this airport] is Runway 15. I prepared to take off and announced I was holding for 15. Inbound traffic started to announce entering the 45 for Runway 15 and one aircraft announced turning base on Runway 15. I broadcast my departure on 15 and rolled. Another aircraft came into view rolling on Runway 33. I sidestepped to the west of the runway approximately 50 feet. When the other aircraft saw me, he then sidestepped to the east. I announced that two aircraft were departing in opposite directions from Runway 15 and 33 to alert other traffic. Other traffic acknowledged. The departing low wing aircraft then announced that he was crosswind on Runway 33 and I announced I was crosswind on Runway 15. We went our separate ways. I estimate we passed each other by about 250 feet. The other aircraft was not using his radio and was not following local procedure to use [the] calm wind Runway 15.
Over the Top An alert C182 pilot was wise to keep an eye on another pilot who was not communicating and apparently not paying attention to other traffic.
• I was taxiing for takeoff…. At the entrance to Runway 18, I saw that the windsock showed light wind from the north. I saw an aircraft in the run-up area of Runway 36. I announced on CTAF that I would back taxi on Runway 18 to the intersection of Runway 18 and the taxiway and would then exit the runway. While back taxiing, the aircraft in the run-up area of Runway 36 taxied onto Runway 36 with no radio call. I announced on CTAF again that I was now back taxiing on Runway 18 with no response from the other aircraft. The aircraft on Runway 36 then commenced takeoff with no radio call. I moved to the right as far as possible and stopped at the edge of the runway. The other plane rotated over my aircraft.
Say What? Using the CTAF to announce one’s intentions and to listen for other aircraft is the best means of preventing traffic conflicts. This M20 pilot had a frustrating encounter with another pilot who chose not to use the radio for a rather dubious reason. • On crosswind for Runway 9, I saw another aircraft departing Runway 23. I had heard no radio traffic, so I called on CTAF to see if he had his radio on; no response. I then flew downwind, base and final but could not see the other aircraft and there was no radio traffic on the CTAF. Just as I was about to touch down, the other aircraft crossed the intersection of Runways 5-23 and 9-27 about 1,000 feet in front of me as he landed on Runway 23. We were both landing simultaneously on intersecting runways. After shutting down, I walked to the other pilot’s hangar and asked him several questions: “Do you have a radio in your plane?” “Yes.” “Do you keep it turned on?” “No” “Why not? We just about collided out there.” “I can’t hear it because of my hearing aid.” “Why don’t you get a headset?” “I have one. It doesn’t help.” “Did you realize that we were both landing and almost hit?” “Oh, were you landing?”
Intersection Near Miss Bear in mind that while you follow all of the recommended procedures for non-towered airport operations, other pilots may not. This C172 pilot learned that keeping a good lookout is a major part of the “defensive flying” required at these airports, especially when there are intersecting runways. • The winds were from 310 degrees and slightly favored Runway 27. However, Runway 27 required a back taxi full length from the GA ramp, and there is a taxiway available to Runway 36. I elected to depart on Runway 36 due to the taxi options. I was monitoring the CTAF frequency all the way from the GA ramp to Runway 36. I announced on the CTAF frequency that I was departing Runway 36. I heard no announcements from other aircraft while taxiing, during engine run-up, or on takeoff. On takeoff, my wife, who is a pilot, called out another aircraft on Runway 27. Then I saw the aircraft and at the same time, someone called out the possible collision on CTAF. I decided I had enough airspeed to rotate. I lifted off and banked slightly to the left to miss the aircraft rolling through the runway intersection. We missed, but it wasn’t by much. Because the C172 is a high wing aircraft, my view of Runway 27 was restricted after lining up on Runway 36. It is my guess that the other aircraft landed long on Runway 27 to reduce his time to get to the ramp. I have no idea how he approached Runway 27.
“We Missed by Maybe 30 Feet” In another intersection near miss, an M20 pilot used the correct communication procedures, but failed to react to the visual alert from a cockpit passenger. • I took off from Runway 19, which was favored by the wind direction. Runway 19 has a displaced threshold due to trees on the approach. I did a run-up on the pavement between the ramp and the runway. I transmitted on CTAF Continued on Page 43
November 2014
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GOOGLE EXEC’S STRATOSPHERIC SKYDIVE SETS NEW WORLD RECORD
Google executive, Alan Eustace, set a new world skydiving altitude record Friday, Oct. 24, when he ascended to 135,890 feet above Roswell, N. Mex., and parachuted to the ground. That eclipsed the previous world record of 128,100 feet set just two years ago this month by Felix Baumgartner in the Red Bull Stratos team. Eustace also set new world records for vertical speed and freefall distance. Lifted by a helium-filled balloon, Eustace ascended to altitude in two hours and seven minutes––not in a state-of-theart pressurized capsule as in Baumgartner’s effort but in a fully selfcontained Paragon Space Development
Corporation StratEx (Stratospheric Explorer) pressure spacesuit and recovery system that Eustace helped Paragon design. The achievement occurred with little advance notice, which was by design; Eustace, Google’s senior vice president of knowledge, even turned down support from his employer because he didn’t want to create a marketing event. After reaching altitude and taking some time to enjoy the unique view, Eustace cut loose of the balloon and began a 14 minute, 19 second descent, the first four-and-a-half minutes in freefall assisted by a stabilizing drogue. During the freefall, he achieved a speed
of 822 mph, a world record. Deploying his shoot at 18,000 feet established a new world record for the longest freefall distance. The Red Bull Stratos team congratulated Eustace for his achievement on its website. Learn more about the achievement on the Paragon SDC website at http://www.paragonsdc.com.
Alan Eustace descends to the ground during his record skydive October 24. (Photo provided by Paragon SDC, courtesy EAA)
ACADEMY FLIERS SOAR ABOVE COMPETITION The Academy Flying Team won a top-level national flying competition for the 28th consecutive year, scoring first in overall school rankings, school flight events and school ground events. Once the dust settled on the flight line here, the Academy notched the top spot with 870 points at the National Intercollegiate Flying Association Regional Safety and Flight Evaluation Conference, Oct. 14. The Metro State University Denver placed a distant second with 471 points. The team also received the Sportsmanship Award, as voted by the other competing schools, and Cadet 1st Class, Dillon Garvin, took home the Top Pilot award. “We can all be very proud of the performance of the team,” said Bert Boyce, Flying Team coach. “The cadets excelled in flying and ground testing, finishing
Cadet 2nd Class Brett Meyer prepares to land a Cessna T-51 Oct. 14, 2014, at the U.S. Air Force Academy, Colo. during the National Intercollegiate Flying Association Regional Safety and Flight Evaluation Conference. The Academy hosted this year's competition and scored first in overall school rankings, school flight events and school ground events. (U.S. Air Force photo/Bill Evans)
first in seven of the nine events and winning the regional championship.” Flyers were judged in nine categories: navigation, power-off landing, short field approach and landing, message drop, computer accuracy, aircraft recognition, ground trainer, simulated comprehensive aircraft navigation, and aircraft preflight inspection. “Our success would not have been possible without the outstanding support the flying team receives from a host of Academy and Air Education and Training Command personnel but most specifically, the 557th Flying Training Squadron here,” Boyce said. “The 557th FTS staff spent countless hours training and mentoring the cadets on the flying team and providing logistical support. A huge thank you to all who support our flying team––you made our victory possible.”
27. I had accelerated to about 60 knots when I saw the other aircraft turn onto Runway 27 and begin either a taxi or takeoff roll, crossing directly into my path. I took evasive action. I don’t believe he did. We came very close to colliding (his propeller with my left wing). We missed by maybe 30 feet. I did not see the
up in preparation for takeoff on 27 is facing south and cannot see the start of Runway 19 behind him. (But when he/she turns onto 27, Runway 9 is clearly visible). The pilot of the other aircraft was not on CTAF, did not hear my radio calls and failed to check before crossing an active runway.
Safe Landings Continued from Page 42 (which I had used to speak to another pilot on the way in, so I knew it was the correct frequency) that I was entering Runway 19. Shortly after, I announced that I was departing from 19 and began the takeoff roll. I did not notice the aircraft on the run-up area next to Runway
other aircraft until it was almost too late. I don’t know why I didn’t notice it. My 16year-old son started pointing, but I thought he was pointing to a deer or debris or something. Perhaps I was fixated on the runway surface. The taxiway leading to Runway 27 turns south into the run-up pad for 27, so a pilot doing a run-
Have an event coming up? Submit it for publication in the In Flight USA Events Calendar online at inflightusa.com
44
In Flight USA Celebrating 30 Years
November 2014
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For the first time, Society of Aviation and Flight Educators (SAFE) aircraft liability insurance for CFIs is available almost instantly, without the long, drawn-out paper applications required for most other CFI policies. “SAFE members can now buy SAFE CFI insurance online, pay with a credit card and get confirmation of their new policy almost instantly, usually not more than five minutes,” said Jim Anderson, Senior Vice President of Starr Aviation in Arizona, which underwrites the special CFI insurance. “Previously, flight instructors could have to wait weeks for protection when instructing in a non-owned aircraft, such as one owned by a new student eager to learn to start flying.” The no-delay liability insurance from Starr Aviation is available through Aviation Insurance Resources (AIR) of Maryland, at http://www.air-pros.com/ nonowner.php. The unique SAFE insurance provides liability coverage up to one million dollars for flight instructors, with sub-limits of $200,000 per passenger and up to $200,000 for damage to the aircraft. Coverage for “negligent instruction” is extended to CFIs for aircraft damage during any dual flight instruction, flight review
or check ride how the CFI performs. SAFE membership is required to buy the coverage. The SAFE CFI coverage has many features not offered by competing CFI insurance policies, including multi-engine and seaplane coverage at no additional premium. Other features include a discount for proficiency training and a claim-free history, runway foaming, search and rescue and leased hangar damage. The special SAFE CFI insurance was first offered in 2010, and unlike some other CFI policies covers an instructor in not only standard category aircraft but also in experimental or restricted category aircraft, in Light Sport aircraft and both single and multiengine seaplanes. SAFE’s instant CFI protection through AIR is now available in 49 states, with approval pending for Alaska. SAFE is a 501(c)(3) nonprofit organization dedicated to supporting and promoting aviation education at all levels of learning. SAFE is a recognized leader in pilot training reform, safety education, and the mentoring of aviation educators. For information on free resource materials and membership, go to www.safepilots.org.
SEBRING EXPO ANNOUNCES 2015 PREMIER PARTNERS
The U.S. Sport Aviation Expo is delighted to welcome two new and nine returning Premier Partners to the 11th annual Expo, set for Jan. 14-17, 2015. Dynon Avionics and Sonex Aircraft LLC have signed on as Premier Partners for the first time in 2015, joining returning partners American Legend, Arion Aircraft, Arising Custom Aircraft Trailers, CubCrafters, Inc., Czech Sport Aircraft, Hansen Air Group, Jabiru USA Sport Aircraft, Lockwood Aviation, and MATCO Mfg. Jana Filip, director of the Expo, called the Premier Partners “important members of the team that makes Expo successful.” She added, “We greatly appreciate the continuing support from our Sponsors and Partners. Without those exhibitors who provide extended support, we would not be able to continue to improve our infrastructure for our exhibitors and visitors.” Jeremy Monnett, president of Sonex, stated, “Sonex is pleased to be exhibiting at Sebring again this year. We believe in the Expo’s future as something that is
worth an investment from our industry for our mutual success. The Expo’s growth has been conscientiously managed to keep the event focused as a sales-oriented trade show for light-sport aircraft owner/operators, and that’s what makes the event stand apart from the rest.” More than 150 exhibitors participated in the 2014 Sebring Expo, and Filip is prepared to accommodate a slightly increased number of exhibitors in 2015, with the event expanding to include light-sport aircraft, homebuilts, refurbished certificated aircraft, and ultralights…and all related component and accessory suppliers. Complete exhibitor information is available at .sportaviationexpo.com/ exhibitor-information. More than 18,000 visitors from throughout the United States and several foreign countries attended Expo in 2014 New this year will be an Aircraft Sales Lot. More details about the Sales Lot will be released soon for potential buyers and sellers. For more information about the Expo, including discounted online admission tickets through November 1, visit www.sportaviationexpo.com.
November 2014
www.inflightusa.com
Marilyn Dash’s
45
The Pylon Place
2014 NCAR REVIEW – PART 2
L
ast month, we reviewed the International Formula 1, Biplanes and T-6 classes from the 2014 National Championship Air Races held in Reno, Nev. This month, we will complete our review, highlighting the Sport Class, Jets and Unlimited Division.
Sport Class
Jeff LaVelle does it again in 2014! (Anthony Taylor/warbirdfotos.com) This year, Jeff LaVelle broke two records. In his Glasair III, Jeff broke his own record for Fastest Qualifying time and in Heat 1A, he broke the fastest time in the race also. Not sure what magic Jeff has in that aircraft, but it sounds awesome and looks great. And he is most likely not done tinkering yet. Always looking to increase his speed by a knot or two, he is one of the reasons to watch the Sport Class. Veteran Thunder Mustang Pilot, John Parker was nipping at his heels but was denied in the end with a mechanical and a DNS for the final. Gary Mead qualified fifth, but through luck and attrition, ended up taking second place. While Swiss Pilot, Peter Balmer, qualified eighth in the only other Thunder Mustang racing this year – he finished third. It was one of those years. Sophomore, Andrew Findlay – sporting his new Sponsor Logo – Stihl, Inc. – the chainsaw and power tool manufacturer, put up some great numbers and had a DNF during the Gold, but it is nice to see a major sponsor in the Sport Class! Go Andrew! Thanks, Stihl! And of course – the loss of Lee Behel is devastating to so many of us. He was a strong leader for the Sport Class and will be missed by so many of us. Bob Mills has moved into the president role of the Sport Class. Bob, you have very big shoes to fill. Good luck – we’re all counting on you. ;-)
Jet Class The Jet Class has created a nice little
Voodoo, Winner and Still Champion village on the east side of the field. They now have their own VIP section and have created a fun fan experience. I remember when they moved down to the other side, how the naysayers thought this was the demise of the class, but turning lemons into lemonade, they made the best of it. Now they are the second fastest growing class behind the Sport Class. And building more fans every year, who knew? This year, in his grand finale, Phil Fogg qualified first and finished first in the Breitling Gold on Sunday. Phil is a true racer, having started in the International Formula 1 class many – I mean a few – years ago. Great send off, Phil – congrats! It won’t be the same without you! Rick Vandam qualified and finished second while Pete Zaccagnino, Jeff Turney, Mark Pracy and Sean Cushing were trading places all week. The final had Pracy beating out the others for third while Zac finished fourth, and Rookie Sean Cushing finished fifth. One thing I wanted to bring up this year – we had four different types of jets, including the usual L-39 Albatros, the L29 Delfin, Lachie’s Iskra, and Doug Matthews joined us in his Marchetti this year. While she wasn’t fast, she made for interesting viewing. Thanks, Doug!
Unlimited Division Drumroll please… We now finish out the review with the fan favorite – Unlimited Division. While we had a smaller field than usual this year, the major players were all in attendance.
(Anthony Taylor/warbirdfotos.com) Strega, Voodoo, Rare Bear, 232, Czech Mate, Dreadnaught and Precious Metal were all in attendance and all had the chance to win it all, depending on attrition, of course. Voodoo did it again. Bob Button has put together a winning team with Stevo Hinton, Bill Kerchenfaut, JC Calkins,
Rare Bear was holding steady in 2nd place – until the Mayday. (Anthony Taylor/warbirdfotos.com) Mike Wilton, his son Dave Wilton, Steve Lamb, Michael Luvara, Bernie Vasquez, Rod Jackson, Jason Schillereff, Joel Policar, Ray Studniarz, Cecil Padilla, Tim McGahey, John Bond and Frank Young. And don’t forget – Tommy Gardner! (Did Continued on Page 47
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46
In Flight USA Celebrating 30 Years
November 2014
MYGOFLIGHT SHOWCASED LATEST ADVANCEMENTS FOR INTEGRATING THE IPAD INTO THE FLIGHT DECK Four New Products Change the Way Pilots can Mount, View and Protect their iPad or Tablet in the Cockpit and on the Ground MyGoFlight, maker of premium iPad and tablet gear for pilots, showcased four new products that significantly simplify and improve how pilots use their iPad or tablet in the cockpit of planes at NBAA 2014, which took place Oct. 21-23 in Orlando, Fla. “The iPad and tablet computer have become universally adopted by pilots of all types – general aviation, corporate, commercial and military,” said Charles Schneider, CEO of MyGoFlight. “Yet the cockpit was not designed with the device in mind. Our new products solve many of the challenges of how and where to mount the device, and how you can see and operate the screen.”
Exhibit Highlights: 1.FlexMounts – Flex mounts use an infinitely adjustable and positionable mounting system for mounting any tablet or phone. Comes in FlexSuction for use on glass or other smooth surface and FlexYoke for use on the yoke. http://www.mygoflight.com/mounts/ 2.Sport Cradle – A universal cradle that will hold all major tablets and works with the FlexMount system. http://www.mygoflight.com/sport-universal-cradle/ 3.ArmorGlas – Tempered glass anti-glare screen protection for any iDevice. Reduce risk of shattering, mini-
mize finger prints, and eliminates glare. http://www.mygoflight.com/armorglasscreen-protection/ 4.Flight Bag PLC Pro – 2015 Edition. Named #1 Flight Bag by Flying Magazine for Techies. Built from the ground up to provide easy access to all of your gear, provide padded protection for your iPad, EFB or laptop computer, and comes with a backpack or shoulder strap both. http://www.mygoflight.com/flightbag-plc-pro/ For more information, visit www.mygoflight.com. To contact MyGoFlight, send an email to info@mygoflight.com or call 303/3647400.
STUDENTS TO DISCOVER AVIATION THROUGH EAA’S ‘SPONSOR A CLASSROOM’ PROGRAM EAA is providing the opportunity for entire Wisconsin classrooms to discover aviation, even if their school field trip budgets are limited, through the new “Sponsor a Classroom” initiative announced this week. Individuals and groups are welcome to contribute to the effort to bring students to the EAA AirVenture Museum in Oshkosh, where they’ll discover aviation as well as engage in science, technology, engineering and math (STEM) activities. Each $600 raised will cover the cost of transportation, museum admission, and
activities for a class of up to 25 students. “School budgets are tight for such things as outside field trips, although the need still exists to connect the worlds of science and technology to today’s students,” said Tara Parkhurst, museum educator for the EAA AirVenture Museum. “This is a great way for all of us to help deliver this sense of discovery to classrooms throughout the area. Who knows what it might inspire in the minds of today’s young people?” Along with individual contributions, museum visitors through the remainder of
2014 are invited to participate through small donations when they visit the museum or make a purchase through its gift shop. Funds raised now through the end of 2014 will be used to welcome classes to EAA during the 2015-2016 school year. School groups can apply for the program scholarships beginning in early 2015 by contacting the EAA Museum office. The initial goal of the program is to serve as many as 40 classes from throughout Wisconsin during the initial year of the Sponsor a Classroom initiative. To make a donation, visit eaa.org.
EAA is helping schools fund class visits to the AirVenture Museum through the new Sponsor a Classroom program. (Photo courtesy EAA)
THIRTEEN TEXAS EAA CHAPTER MEMBERS TO RECEIVE WRIGHT BROTHERS MASTER PILOT AWARD
The Wright Brothers Master Pilot Award is presented by the FAA Safety Team (FAASTeam) to pilots who have been certificated and flying for 50 consecutive years without an accident. On Nov. 8, FAA officials will be on hand at the regular monthly meeting of EAA Chapter 983, Granbury, Texas, to present 13 pilots with this prestigious award. It’s thought to be the most recipients ever to be honored in one ceremony in Texas and likely the entire country, according to Joe Murphy, local FAA Safety Team leader. EAA Chapter 983 is based at The Landings Airpark, 65 miles southwest of the Dallas/Fort Worth International Airport
with more than 150 aircraft, helicopters, and ultralights based there. Considering that one can obtain a private pilot certificate as young as age 17, a pilot must be at least 67 years old to submit an application. It is an honor and a testament to the pilot’s skill, safety record, longevity, and continued health to qualify. The list of honorees and their spouses will be honored Nov. 8: Mack and Connie Angel David and Leslie Guinn Larry and Judy Hale Marv and Karen Jensen Jerome and Noel McChristian Ray and Shiuvaun Nasypany
John and Beverly Parks Billy and Loraine Rose Bob and Marilyn Satterwhite Murray and Bonnie Sloan Roe and Marsha Walker Also slated to receive the honor are Ed and Ruby Brown and Bob and Barbara Winegar. What’s more amazing, according to Tom Woodward, Chapter 983 newsletter editor, the chapter already has six designated Wright Brothers Master Pilots, including Bruce Wilson, Sid Tucker, Tom Eanes, Terry Strange, Henry Erlich, and Jim Crain. Plus there are four other chapter members who are eligible to apply for
the award. That means Chapter 983 could soon have as many as 23 Wright Brothers Master Pilots in its ranks! The presentation on Nov. 8 will be conducted by Joe Murphy, local FAA Safety Team leader, along with other FAA dignitaries. The honorees include former U.S. Air Force Thunderbirds pilot Mack Angel. Five of the recipients are former airline pilots, and eight are former military pilots. They will each receive a certificate, lapel pin, and their names will be added to the Wright Brothers Master Pilot Award Roll of Honor, which lists close to 3,000 Master Pilots. EAA offers its congratulations to all the pilots!
November 2014
www.inflightusa.com
47
The Pylon Place Continued from Page 45 I remember everyone?) They made it look easy. They made it look fun! What is next for Voodoo? There are rumors about going for some records, including the 3KM and the Time to Climb. If we hear anything more concrete, we will share the news as permitted. Strega qualified on her Ferry Engine while Tiger paced the ramp waiting for the race engine delivery. He flew better than most people expected him to (thatâ&#x20AC;&#x2122;ll show â&#x20AC;&#x2DC;em, Tiger), but the Contest Committee disqualified him on Saturday for â&#x20AC;&#x153;not maintaining course altitude.â&#x20AC;? If you remember from some of my earlier writings, since the tragedy of 2011, the course altitude is now 250â&#x20AC;&#x2122; â&#x20AC;&#x201C; and Tiger â&#x20AC;&#x201C; while moving from last to first, raised it up well over the designated 250â&#x20AC;&#x2122;ceiling. Once the race was finished, he ended up with a Mayday and was no longer able to race, but if you talk to anyone in attendance that day, that was the best race ever! Another unfortunate finish was perennial bridesmaid, Hoot Gibson in 232. Who doesnâ&#x20AC;&#x2122;t love 232? But the last two years have not been kind to her, or Hoot or their fans. This year, she didnâ&#x20AC;&#x2122;t even make it to qualifying. The rumor is 232 is for sale. There is so much potential in that aircraft â&#x20AC;&#x201C; if you want to be in the Gold, this might be the race plane for you. Rare Bear started out looking great. Stewart Dawson qualified second and finished his first two races in a strong second place. But then again, on Sunday, we witnessed the dreaded DNF/Mayday. Rare Bear is taking longer to work out the kinks than anyone expected. We can only hope that her owner, Rod Lewis, doesnâ&#x20AC;&#x2122;t lose interest. Fingers crossed! Czech Mate, the Giant Killer, was back in her top form this year. John Moore, LD Hughes and team plus Race Pilot, Sherman Smoot worked hard during the off-season and brought back a contender. Czech qualified in third, finished the next two races in third (even after a pylon cut and a 12 second penalty). However, when it all counted, Sherman finished second. Congrats to the entire team! Dreadnaught, the jewel of the Sanders Racing Family, qualified fourth and ended up in third on the final day due to lots of DQs and DNFs, etc. Their Bristol Centaurus powered Sea Fury was flown by Korey Wells and Brian Sanders. 924 qualified seventh and continued to be competitive in the Silver. She was then bumped to the Gold on Sunday to finish in seventh again. And of course, Mark Watt flew the Argonaut. Mark qualified in eighth place
and after flying in the Silver, again bumped to the Gold on Sunday. He ended up with a DNF/Mayday in Sundayâ&#x20AC;&#x2122;s Gold. A very interesting Mayday to say the least, as Stewart Dawson was making his way to Runway 14, Mark pulled off and headed to the not so great Runway 18. Breathe! Commander Curt Brown flew Sawbones again this year, and he had some great flights. Qualifying fifth, he ended up in fourth on Sunday, right behind Dreadnaught. If youâ&#x20AC;&#x2122;re doing the math, that is five Sea Furys: Dreadnaught, 924, Argonaut, 232, and Sawbones â&#x20AC;&#x201C; with four different power plants: 4360, Centaurus, 2800 and 3350. Now how is that for trivia? Rod Lewisâ&#x20AC;&#x2122;s team brought La Patrona again, his spectacular Silver Tigercat. We were all hoping to see Rod back in the seat, but we were not disappointed to see Stewart Dawson pulling double duty and racing the Tigercat and the Bearcat. Nice work, Stewart! Sparky and The Rebel were our only Stock P-51 Mustangs this year. Brant Seghetti and Doug Matthews (with a few flights by John Currenti) were there for the stocker fans. I remember not too many years ago we had several beautiful P-51s. I hope we see those days again soon. Jim Tobul was our Rookie in Unlimited this year. He brought his unbelievably beautiful Corsair, Korean War Hero. He is based on the East Coast and does a number of airshows each with Scott Yoak in Quicksilver, Scottâ&#x20AC;&#x2122;s P-51. (Side note: Weâ&#x20AC;&#x2122;d love to get you to Reno too, Scooter)! Jim and his crew were treated to a great learning experience this year, and we certainly hope to see them again next year! Finally, we have Precious Metal. The buzz for this aircraft is she has a ton of potential but just needs to iron out a few things. This year, pilot, Thom Richard, wasnâ&#x20AC;&#x2122;t able to qualify due to an early in the week Mayday. He then had to start at the back and work his way up. He easily handled the two stockers and the Corsair in the Bronze Heat, moving him to the Silver. They finished first in the Silver on Saturday and bumped up to the Gold for Sunday. Unfortunately, the course rules came down and ruined their race. Having finished third on the course, Thom was DQâ&#x20AC;&#x2122;d for breaking the showline on the east side. I remember in 2007 when Matt Jackson in Dreadnaught was surprised to learn that he had broken the showline and was disqualified also. While truly a miserable way to end the race, Thom wasnâ&#x20AC;&#x2122;t the first and certainly wonâ&#x20AC;&#x2122;t be the last to be bitten by the
Rules. Tiger was DQâ&#x20AC;&#x2122;d for flying too high, and two biplanes and an IF1 racer were DQâ&#x20AC;&#x2122;d for flying too low. As long as there are rules, there will be infractions, and those infractions lead to upsetting results for some. Many of us were disappointed in the social media attack from the Precious Continued on Page 48
Night runs are always exciting. (Anthony Taylor/warbirdfotos.com)
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48
In Flight USA Celebrating 30 Years
November 2014
MYGOFLIGHT SHOWCASED A LOW-COST HUD WORKING PROTO-TYPE AT NBAA 2014 Once the purview of military and large commercial aircraft, an affordable HUD is under development that will bring this technology and capability affordably to all in aviation. MyGoFlight, maker of premium iPad and tablet gear for pilots, showcased a working proto-type of an affordable Heads Up Display (HUD) for aviation. Efforts are underway to have the first production article in early 2015. The proto-type was operational and on dis-
play in their exhibit booth at NBAA 2014, that took place Oct. 21-23 in Orlando, Fla. “The MyGoFlight HUD has been shown at Oshkosh and at the Air Force Association Air & Space Conference with a response of “Wow!” or “That’s cool!” said Charles Schneider, CEO, MyGoFlight. “The benefits of flying with a HUD are well known––align information a pilot needs to see with their line of sight. Our goal is to get all pilots with
No Runway? No Problem
their heads up and eyes out during all critical phases of flight.” Incidents like runway incursions, landing at the wrong airport, departing from the wrong runway, feelings of vertigo from looking down during descent and the like will be able to be minimized and reduced to near zero with the use of a HUD. The MGF HUD puts critical flight information directly in front of a pilot. The HUD uses a transparent display and specially designed optics that projects an image out in front of the pilot. This allows a pilot to be able to view information with their head positioned “up” and looking forward instead of angled down looking at panel mounted instruments. The MGF HUD contains three primary components: a projection unit; a combiner; and a wired or wireless interface to an iPad or other video/computing source. The image appears to be floating out in front of the pilot, focused at infinity to minimize the time it takes to look at information and the outside world. MyGoFlight will work with Apps developers, avionics electronics manufacturers and airplane manufacturers that are interested in this product to ensure com-
patibility and fit with their software, electronics and airplanes. The MyGoFlight HUD will also act as a repeater to a pilot side HUD already installed so that the copilot can have the benefits of a HUD at a fraction of the cost. HUD units available today cost roughly $150,000 or more. The initial price of the MGF HUD is expected to be under $10,000. Fully refundable positions at introductory pricing can be purchased for expected delivery in the fall of 2015. Interested pilots, avionics shops, aircraft manufacturers and avionics electronics manufacturers should contact Charles Schneider on cschneider@mygoflight.com or call 303/3647400 x111 to discuss.
TEXTRON AVIATION INTRODUCES PROMANAGEMENT FOR FIRST-TIME AIRCRAFT OWNERS
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Textron Aviation, Inc. announced at the National Business Aviation Association (NBAA) Convention & Exhibition in Orlando it is expanding its industry-leading ProAdvantage customer support suite with the introduction of ProManagement, a program designed to help first-time owners navigate aircraft operations.
The Pylon Place Continued from Page 47 Metal fans. During a time when our beloved Reno Air Races are on steep and uncertain footing, threatening boycotts isn’t really helping anyone. I hope we can all put the disappointments aside and work together to make a wonderful show in 2015.
307.885.3151 AVIATAIRCRAFT.COM HUSKY + PITTS + EAGLE Post Office Box 1240 Afton, WY 83110
ProManagement allows first-time aircraft owners to use the company’s expertise regarding all aspects of aircraft ownership and operation, including pilot services and training, location/hangar assistance, insurance, cost management, and introduction to ProAdvantage mainContinued on Page 55
owner, get in touch with someone who races or contact me through my blog or Facebook. Let’s remember to fly fast, turn left – and fly not too high, and not too low. Thanks for a great year!
Final thoughts…
©2014 Aviat Aircraft, Inc.
There are so many racers for sale right now. If you are interested in getting involved as a racer, crew member or an
Special thanks to Anthony “Hopper” Taylor for providing the photos for this month!
November 2014
www.inflightusa.com
NBAA 2014
NBAA’S 2014 CONVENTION WRAPS UP AS A HIGHLY SUCCESSFUL SHOW
By NBAA staff
T
he National Business Aviation Association’s (NBAA’s) 2014 Business Aviation Convention & Exhibition (NBAA2014) concluded on Oct. 23 in Orlando, Fla., and the event organizers report that, by all indications, the show was a success for attendees and exhibitors alike. “This year’s show was an enormous success, filled with announcements and product introductions,” said NBAA President and CEO Ed Bolen. “The exhibit floor and aircraft displays had lots of activity and excitement. The education sessions were informative and well attended. The event once again showcased the industry’s size, diversity and significance. Perhaps most important, the show provided many reminders that ours is an industry characterized by passion and professionalism.” NBAA2014, which took place from Oct. 21 to 23, featured about 1,100 exhibitors in the Orange County Convention Center. Additionally, more than 100 aircraft were displayed in several locations – at a sold-out static display at Orlando Executive Airport, at an indoor display inside the convention center and at various exhibitor booths on the show floor. More than 26,000 people attended the show, which included representatives from 49 U.S. states and 95 countries around the world. Along with the numbers demonstrating the strength of this year’s show, Bolen cited several other examples of the convention’s enduring value: • A crowded Opening General Session, which kicked off the show, featured leaders from government and business. Rep. Bill Shuster (R-9-PA), chairman of the House Transportation and Infrastructure Committee, was joined by Chris Hart, acting chairman of the National Transportation Safety Board and Andrew Taylor, executive chairman of Enterprise Holdings and a long-time business aviation champion who has participated in NBAA’s industry-advocacy initiatives. Also at the session, International Jet Aviation Services received NBAA’s 2014 Al Ueltschi Award for Humanitarian Leadership for its work, through MakeA-Wish America, to use business aviation to help kids’ dreams take flight.
• A standing-room-only, second-day Opening Session featured aviation leaders and legends. The session included a welcome from Sen. Bill Nelson (D-FL), a general aviation supporter and senior member of the Senate Committee on Commerce, Science and Transportation. Nelson was joined by Delaware Gov. Jack Markell (D), who announced the launch of the Delaware Business Aviation Association; and U.S. Air Force Major Gen. (ret.) Edward Bolton, assistant administrator for NextGen at the FAA, who discussed the newly unveiled NextGen implementation roadmap. At this session, NBAA presented the Association’s Meritorious Service to Aviation Award to aviation icon Robert A. “Bob” Hoover, and then heard election predictions from famed political couple, Mary Matalin and James Carville. • A new advocacy initiative – announced by Bolen during the convention’s Media Kickoff Breakfast – was unveiled, called “Business Leaders on Business Aviation.” The initiative highlights testimonials from dozens of CEOs on the value of business aviation to their companies, and builds on similar testimonials from 10 CEOs, introduced at NBAA2013, called the “Top Ten.” This year’s CEOs were featured prominently at NBAA2014 signage displayed throughout the event’s exhibit halls, meeting areas and static aircraft displays, as well as in advertisements appearing in daily show publications. • A full roster of education sessions was held throughout the week, including two packed sessions on the emergence of Unmanned Aircraft Systems (and NBAA’s work to represent business aviation on this issue), as well as a session on considerations for the industry regarding international travel and the Ebola virus. The two sessions were held in NBAA’s newly introduced “Innovation Zone,” located immediately adjacent to the association’s booth on the exhibit floor. • A young professionals’ networking event, on Oct. 21, and a Careers in Business Aviation Day, on Oct. 23, were held, as a means to help bring the next generation of leaders into the industry, and incentivize them to make business aviation a professional career choice. Learn more about NBAA’s young profesContinued on Page 51
49
JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT LARRY: HELP! I need a Kick-A-- ad for this airplane. It’s a TREASURE and it needs to be sold ASAP or I’ll lose the bet! Editor:
Too Late. You missed the deadline!
LARRY: STOP THE PRESS! Editor:
After reading your column... this is a test! (See Larry’s column on page 26.) ...Okay Larry, here it is!!
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50
In Flight USA Celebrating 30 Years
November 2014
NBAA 2014
FAA WEATHER RESEARCHERS SEEK INDUSTRY FEEDBACK In many of the education sessions at NBAA’s convention, business aviation professionals come to hear from government officials, in other sessions, officials from agencies such as the FAA come to get feedback from the industry. On Oct. 22, the FAA’s Weather Technology in the Cockpit (WTIC) project led a session to ask aircraft operators and avionics manufacturers for feedback on its research. “We’re here to see how industry views our research, if the industry will accept these findings, take them and run with them,” said Gary Pokodner, the FAA program manager of WTIC. “We need to get that feedback from you, to see if manufacturers will use our research to make product improvements.” WTIC does not develop new avionics technology and is not set up to regulate weather displays.
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AT
“Our goal is not to heavily regulate,” said Pokodner, “especially in the general aviation (GA) arena. The reason for speaking to industry is to try and avoid that.” What WTIC does is research how pilots understand weather information presented in commercially available avionics displays, and makes decisions based on that information. Its goal is to find ways to enhance the value of weather information in the cockpit, to improve pilot decisionmaking and reduce GA accidents. From 2000 to 2011, the National Transportation Safety Board found 29 percent of all GA accidents, and 40 percent of fatalities, were weather-related; numbers the FAA would like to see lowered.
Shapes, Colors and Latency In one of WTIC’s studies, its tested pilots in simulators using three popular avionics weather displays. The simulator switched several destination airports from visual flight rules to instrument meteorological conditions (IMC) and researchers measured pilots’ decisions. “No more than 62 percent of pilots detected that those airports had switched to IMC, and for one commercial display, only 25 percent of pilots noticed,” said Pokodner. “At the beginning of the test, pilots told us these displays were great, easy to use. At the end of the test, they could not believe they had missed so much information.” One participant in the audience suggested pilots’ confusion could be from using NEXRAD products in the cockpit.
“The media has created a frenzy here and a lot of misconceptions,” said Dr. Quay Snyder, president and CEO of Aviation Medicine Advisory Service, a panelist at the session. “In the U.S., one person has died of Ebola. We average 36,000 deaths a year from flu. If you haven’t had a flu shot and you’re worried about Ebola, you have your priorities wrong.” Snyder discussed the history of the disease, saying it broke out on the West coast of Africa in March, and was declared
an epidemic this summer by the World Health Organization. Ebola, he added, is not an airborne disease and can only be contracted through direct contact with blood and bodily fluids. Dr. Paulo M. Alves, vice president of aviation and maritime health for MedAire, talked about some best practices for containing the disease, citing “exit screening as the best, most effective tool,” as opposed to screening passengers as they arrive at their destinations.
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NBAA2014
“The color schemes are all over the map out there for radar displays,” said the attendee, a pilot and professor of meteorology. “Are they green, yellow, magenta or red thresholds for showing the intensity of thunderstorms?” Another WTIC study tested whether pilots recognized the latency in weather data on commercial displays. “Fewer than 20 percent of pilots noticed the timestamp was gone,” reported Pokodner. Many participants agreed that latency could be as serious an issue as color in weather data. “This time of year, you have weather cells moving at 40 miles per hour, and cockpit weather products with latency of 15 minutes,” said another participant. “The FAA should be able to evaluate these products for consumers.”
NBAA2014 SHARE FACTS, ALLAY FEARS ABOUT EBOLA
A standing-room-only crowd came out on Oct. 22 to learn the facts about Ebola and how to stay safe as business aviation operators, at an NBAA Business Aviation Convention & Exhibition (NBAA 2014) education session titled, “Ebola Risk Management for Business Aviation.” The session, added to the program less than a week before the convention opened, was aimed at allaying fears about the deadly disease and discuss the facts, including how unlikely it is to contract it.
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He also noted that if someone is visibly ill, operators should use common sense in deciding if an individual is able to fly or not. And while Ebola is the hot topic now, not too long ago it was Middle East Respiratory Syndrome (MERS) and Severe Acute Respiratory Syndrome (SARS) that were causing fear. “We need to have policies in place permanently” to deal with infectious diseases Alves said. “We need procedures there all the time and to reinforce education.” Also taking part in the session was Mike Ott, aviation safety manager at Phoenix Air Group––the company that transported Ebola patients beginning in July. Ott explained how his company built an airborne biomedical containment system for their Gulfstream III to keep the infected patient contained and crew and care givers safe. In all, he said, there would have had to be seven failures of the system for someone besides the patient to contract Ebola on the plane. Since that first flight in the summer, the company has done 12 flights related to Ebola, and three more support flights. He cautioned the audience, however, Ebola isn’t going away anytime soon. “You’re going to have to deal with this for a while,” he said. Panelists recommended those who are concerned regularly check the Centers for Disease Control and Prevention website for the most up-to-date information about Ebola. View the CDC website at www.cdc.gov.
November 2014
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NBAA 2014
NBAA CAM GOVERNING BOARD ANNOUNCES NEW OFFICERS The National Business Aviation Association’s (NBAA’s) Certified Aviation Manager (CAM) Governing Board met at the Business Aviation Convention & Exhibition (NBAA2014) last month and two new officers, elected at the previous CAM Governing Board meeting in June 2014, will begin their two-year terms immediately following the meeting. The new officers are: T. James Buchanan, CAM, director––flight operations administration for AT&T, who will serve as chair of the CAM Governing Board; and Rick Mrkacek, CAM, man-
ager, flight operations at Country Financial, who will serve as secretary/treasurer. “This is an exciting time for the CAM program,” said Buchanan. “Achieving accreditation and launching the CAM Governing Board scholarship creates great enthusiasm for business aviation managers to be CAMs.” The outgoing chair, R. Scott Rose, CAM, was first appointed to the CAM Governing Board in 2007 and was elected chair in 2010. During his tenure, he supervised the accreditation application
process that the CAM Governing Board successfully completed in October 2013 with the National Commission for Certifying Agencies (NCCA). Rose is manager of flight operations ADS at PepsiCo, Inc. – ADS Base. In 2004, he was one of the first 50 aviation managers to earn the CAM designation. Mark Chaney, CAM, the outgoing secretary/treasurer, was part of the group that successfully took the first CAM exam in Oct. 2003. He has been a member of the CAM Governing Board for eight years and served as secre-
tary/treasurer for seven years. Chaney is director of aviation for Coca-Cola Bottling Company Consolidated. The CAM credential provides a clear industry standard for preparation and achievement in business aviation management. The CAM program is the first in the aviation industry to receive NCCA accreditation. Read more about CAM’s NCCA accreditation. For more information, contact NBAA at cam@nbaa.org, or learn more about the CAM program at www.nbaa.org/cam
NBAA'S 2014 JOURNALISM AWARDS PRESENTED TO PAUL LOWE AND MIKE POTTS The National Business Aviation Association (NBAA) on Oct. 21 presented its top honors for excellence in journalism at the Association’s annual Business Aviation Convention & Exhibition (NBAA2014), being held from Oct. 21 to 23 at the Orange County Convention Center in Orlando, Fla. The 2014 David W. Ewald Platinum Wing Award, presented annually to recognize lifetime achievement and excellence in aviation journalism, was given to Paul Lowe, a long-time aviation writer and Aviation International News (AIN) contributor. Lowe has covered just about every major topic in aviation over his long and distinguished career, including the General Aviation Revitalization Act of 1994; the Sept. 11, 2001, terrorist attacks, and a variety of congressional tax poli-
cies that have affected business aviation. The 2007 recipient of NBAA’s Gold Wing Award for insightful reporting about business aviation, Lowe began focusing on aviation in 1990 as a freelancer for AIN following a nearly 20-year stint with the Allentown Call-Chronicle Newspapers. A graduate of the University of Pennsylvania, Lowe’s interest in flying was developed through an aunt who at one time was an administrative assistant
to William T. Piper Sr., founder of Piper Aircraft Company. Lowe went on to spend many hours at what is now William T. Piper Memorial Airport in Lock Haven, Penn., learning to fly various Piper models in the late 1970s. He currently holds a private pilot’s license. “Paul is being recognized for his long-standing, insightful and thorough coverage of business aviation in Washington, DC,” said NBAA President and CEO Ed Bolen. “We thank him for
his dedication to the aviation industry, as well as his integrity and journalistic professionalism.” The 2014 NBAA Gold Wing Award, which is presented annually for excellent, accurate and insightful reporting by trade or nontrade media on issues related to business aviation, was given to Mike Potts, an aviation writer and consultant whose editorial work has appeared in numerous aviation publications. Condtinued on Page 53
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Continued from Page 49 sionals event, and the association’s Careers in Business Aviation Day. • A successful charitable benefit event, co-hosted by NBAA and Corporate Angel Network, raised nearly $400,000 in support of CAN’s mission to provide life-saving flights to take cancer patients to treatment centers aboard business aircraft. “Clearly, in a host of ways, NBAA’s 2014 convention is one for the record books,” Bolen said. “We are thrilled by the enthusiasm that marked each of the show’s three days, and we are already making plans for next year’s convention in Las Vegas, Nev., from Nov. 17 to 19, 2015.”
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In Flight USA Celebrating 30 Years
November 2014
NBAA 2014
UNMANNED AIRCRAFT SYSTEMS REPRESENT A GAME CHANGER FOR BUSINESS AVIATION Brad Hayden, Robotic Skies President and CEO Moderates NBAA UAS Panel UAS are the topic of a National Business Aviation Association (NBAA) panel discussion, Unmanned Aircraft Systems: Opportunities for Business Aviation was held on Wednesday, Oct. 22, 2014, at 1:30 p.m. in the Innovation Zone (Booth #288) of the Orange County Convention Center in Orlando. Moderated by Robotic Skies President and CEO Brad Hayden, this forum represented the first time UAS have been a
focus at NBAA. “Stop saying that UAS are coming – they're already here!” said Hayden. “When the FAA regulations are finalized, the commercial use of UAS will have the power to impact every flight department worldwide, so through this panel, NBAA is providing up-to-the-minute information of their potential uses for its members.” Hayden will moderate a panel of UAS experts including attorney, Paul
Lange; Paul McDuffee, Vice President of Government Relations for Insitu, Inc.; Rose Mooney, Executive Director of the Mid-Atlantic Aviation Partnership/ Virginia Tech; and Al Palmer, Director of the Center for UAS Research at the University of North Dakota. “Rather than thinking of unmanned aircraft as a potential menace to business aviation, I will talk about how UAS represent an opportunity for flight departments
to enlarge their responsibilities and incorporate their activity into all levels of a company or organization,” said Hayden. “Our panelists had equally strong opinions and insights to add to my own.” NBAA’s Business Aviation Convention & Exhibition (NBAA 2014) ran Oct. 21 to 23 at the Orange County Convention Center, in Orlando, Fla.
2014 NBAA/CAN SOIREE RAISES $380,000 TO SUPPORT LIFE-SAVING FLIGHTS FOR CANCER PATIENTS IN NEED The National Business Aviation Association (NBAA) and Corporate Angel Network (CAN) raised $380,000 through a charity benefit held on Oct. 22 to support CAN’s life-saving flights for cancer patients. The funds for CAN were raised through the annual NBAA/CAN Soiree, which took place at the conclusion of the second day of NBAA’s annual Business Aviation Convention & Exhibition (NBAA2014). The event featured live and silent auctions and a concert performance by legendary music group Three Dog Night. Another of the evening’s highlights was a video, produced by CAN and shown at the start of the soiree, which featured six-year-old Malcolm Thornock from Ames, Iowa, who was diagnosed in May 2013 with stage four neuroblas-
toma. Through CAN, Malcolm and his parents––Todd and Samara––have been able to fly routinely, for highly specialized treatment, from their home in Ames to the Memorial Sloan Kettering Cancer Center in New York City. In the video, Todd Thornock called CAN’s responsiveness “amazing.” Samara Thornock added, “Across the board, people have been very, very generous” in recognizing the severity of Malcolm’s situation and supporting CAN’s work to get him to the facility that provides the specialized treatment he needs. She added that the flights provided to Malcolm through CAN and the business aviation community help “to alleviate that monetary strain on our family,” enabling the Thornock’s resources to go farther in supporting treatment that could last many years.
Following the conclusion of the video, CAN Executive Director, Dick Koenig surprised soiree participants by bringing Samara and Malcolm Thornock onto the stage. In a moving testimonial, Samara Thornock detailed the tremendous impact the assistance from CAN and the business aviation community have made on Malcolm’s treatment and their family’s life, drawing a standing ovation from the large crowd. A nonprofit organization, CAN is the only charitable entity in the United States whose sole mission is to help cancer patients access the best possible treatment for their specific type of cancer by arranging free travel to treatment facilities across the country using available seats on business aircraft. This not only improves the patients’ chances of survival but also reduces their emotional stress, physical
GUARDIAN FLIGHT ORDERS UPGRADE PACKAGE 400XPR BUSINESS JETS Beechcraft Corporation, a subsidiary of Textron Aviation Inc., a Textron Inc. company, announced at the National Business Aviation Association (NBAA) Convention & Exhibition in Orlando that Guardian Flight has secured six orders for the Hawker 400XPR upgrade package. First deliveries are planned for the first half of 2015. “As the largest air medevac provider in Alaska, this order demonstrates Guardian Flight’s confidence in the added range performance and operating
value provided through the Hawker400XPR upgrade,” said Brad Thress, senior vice president, Customer Service at Textron Aviation. Guardian Flight’s upgraded Hawker XPR aircraft will feature Genuine Hawker Winglets and the increased power of the Williams International FJ44-4A-32 engines. Combined, these modifications are projected to realize a 33 percent increase in range along with improvements in runway and hot/high performance. Beechcraft offers the exclusive fac-
FOR
tory-approved, engineered and supported upgrade package that significantly improves performance, operating cost and resale value of the Beechjet 400A/Hawker 400XP. In addition to engines and winglets, the XPR can include upgrades to the aircraft’s exterior, cabin and avionics. The Genuine Hawker Winglet increases wing aspect ratio to reduce induced drag and allows the airplane to fly farther on less fuel. By increasing wing surface area, the winglets provide
discomfort and financial burden. “The business aviation community has long supported worthy humanitarian causes like the work done by the Corporate Angel Network, and that was again clearly demonstrated by the participation in this year’s soiree,” said NBAA President and CEO, Ed Bolen. “We thank everyone who once again made this event a part of their convention schedule.” Koenig agreed, stating: “We very much appreciate all that NBAA and the business aviation community do to ensure that the soiree is a success each year, and equally important, the support the industry provides to CAN throughout the year to help seriously ill people get the treatment they need.” Every year, CAN is the exclusive beneficiary of the NBAA/CAN Soiree at NBAA’s convention.
SIX HAWKER greater slow speed handling and improved stability at higher flight levels. Preliminary performance data shows that aircraft upgraded with Hawker winglets should see a three to four percent increase in range. Also during NBAA, Beechcraft announced winglet testing is complete and FAA certification. The Williams International FJ44-4A32 engines will enable the Hawker 400XPR to climb directly to FL450 in only 19 minutes at max takeoff weight. Continued on Page 53
November 2014
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53
BUSINESS & ROTOR NEWS
AIR BP RATIFIES LETTER Leading international aviation fuel supplier, Air BP, has signed a Letter of Intent (LOI) with global flight planning business RocketRoute Ltd. The agreement was announced this week at North America’s premier aviation event, the National Business Aviation Association 2014(NBAA2014) meeting, held in Orlando, Fla. The collaboration will provide customers with a more efficient approach to flight preparation, as information about fuel purchasing will be available within the overall flight planning process. Under the terms of the LOI, Air BP will work closely with RocketRoute to integrate information from Air BP’s worldwide fuel network onto their system. As a result, end users like corporate pilots, flight departments and private pilots will be able to access all information relating to fuel uptake while formulating the overall flight plan. The aim of the collaboration is to increase efficiency, save time and improve the overall business aviation
AVIALL
TO
OF INTENT
experience for the end user. “We recognize that flight planning can be a complicated and lengthy process for pilots, flight departments and operations teams and Air BP continues to be committed to providing solutions to make the aviator’s life easier,” said Norbert Kamp, Global Sales and Marketing Director, Air BP. “We are pleased to have been able to respond to
WITH ROCKETROUTE
clients’ needs and believe the integration with RocketRoute’s platform will add great value to the customer experience.” This announcement, which widens Air BP’s market reach, is in response to international customer research that took place over the past summer. The study looked at how customers interacted with fuel companies and explored means of enhancing the experience. BP’s research
MARKET AIRCRAFT PUMP PRODUCTS
Aviall, Inc., a wholly owned subsidiary of The Boeing Company, has entered into a distribution agreement with AeroControlex to market and distribute pump products manufactured by AeroControlex. The agreement includes exclusive rights worldwide, excluding China, where Aviall will operate on a non-exclusive basis. AeroControlex, a subsidiary of The TransDigm Group, is an industry leader
in the design and production of fuel, hydraulic and lubrication pumps, mechanical controls, and gearbox actuators. The TransDigm Group is a leading global designer, producer and supplier of highly engineered aircraft components and systems for use on most commercial and military aircraft in service today. “We are pleased to announce that AeroControlex has selected Aviall to distribute its pump products,” said Ed
BY
Dolanski, president and CEO of Aviall Inc. “The AeroControlex product line complements our existing market basket, enabling our customers to more extensively utilize Aviall’s world-class service.” The new agreement, which is effective immediately, authorizes Aviall to market and distribute AeroControlex aftermarket pump products to customers in the commercial sector from Aviall’s 40
revealed that a large number of pilots and operation teams expressed a preference to work with a minimum amount of direct suppliers when organizing flights. This new relationship provides a seamless means of managing a number of operational issues at a single source. The first example of the integrated solution was being showcased during NBAA at the Air BP booth and demonstrated how customers can establish which airports will accept the Air BP Sterling Card without having to leave the flight-planning tool. Air BP supports more than 600 locations worldwide with Sterling Card acceptance and the RocketRoute system will display all of these airports. As a cloud-based information system, pilots with a tablet, laptop or other connected device will be able to access the information wherever they are in the world. This will be the first of a number of Air BP features to be integrated into the RocketRoute system.
AEROCONTROLEX
global customer service centers in North America, Europe and Asia-Pacific. Aviall currently is the exclusive commercial distributor for the AeroControlex product line and the exclusive business and general aviation distributor for the company’s Air Data Systems line.
NBAA's 2014 Journalism Awards Continued from Page 51 Over the years, Potts has written as a freelance journalist for many of the industry’s leading publications, including Business & Commercial Aviation, Flying and Professional Pilot. His aviation career spans more than 30 years and includes stints with Empire Airlines, Beech Aircraft
and Raytheon Aircraft. Most recently he was director of corporate communications for M7 Aerospace, and he now runs his own business, Words ‘n’ Such. Potts received the Gold Wing Award for his September 2014 Professional Pilot story that focused on how owning a business jet has helped the Van Wall Group of
Perry, IA foster strong business relationships and remain competitive with clients across the country. View the article at http://www.propilotmag.com/archives/20 13/Sept%2013/A1_VanWall_p1.html. “This is just the kind of story we want to share with members of Congress,” said Bolen. “Hopefully,
Mike’s article will help them, as well as everyday Americans and the general news media, more clearly understand the real value of business aviation.” Learn more about NBAA’s Gold and Platinum Wing awards at http://www.nbaa.org/about/awards/gold/.
supported upgrade package is available through the Textron Aviation companyowned service center network. Textron Aviation, through its Beechcraft, Cessna and Hawker brands, is renowned for its unrivaled global service network dedicated to complete life-cycle support. Textron
Aviation’s product support organization includes a worldwide network of authorized service centers including 21 companyowned facilities with thousands of expert service engineers offering maintenance, inspections, parts, repairs, avionic upgrades, equipment installations, refurbishments,
and other specialized services. Textron Aviation also offers on-site service support through more than 40 mobile support units, an Air Response Team and its Go Teams. For more information on the XPR upgrade program, visit http://xpr. beechcraft.com/
Guardian Flight Continued from Page 52 Based on preliminary performance data, the 400XPR will fly 1,970 nautical miles with four passengers departing a 5,000foot elevation airport at 30°C. Certification of the new engines is pending. The factory-approved, engineered and
54
In Flight USA Celebrating 30 Years
VULTEE VIBRATOR SCHEDULING 2015 AIRSHOWS
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The legendary Vultee Vibrator will once again be in the airshow skies in 2015. Valiant Echoes, Inc. is proud to salute the veterans with a nostalgic look back to the heroic days of WWII. The Vultee BT-13 Valiant was used by Army, Air Force, and Navy aviation cadets during the Basic Training phase of their flight school. They all feared and respected the Vultee Vibrator as they learned how it got its nickname. Although almost 12,000 were built during the war years,
only a handful are still flying today. Grace is the first and only BT-13 to perform aerobatics in airshows. The thrilling aerobatic display is choreographed to WWII pilot songs and presents a sky filling display of smoke and round engine sound. Valiant Echoes will be at booth number 304 at the ICAS convention in Las Vegas and is pleased to be a partner with In Flight USA in making this announcement.
ANNI BROGAN BECOMES PRESIDENT OF MICRO AERODYNAMICS After several years as the Flight Test Director and Vice President at Micro AeroDynamics, Ms. Anni Brogan has become President of the company. She succeeds Charles White, founder of Micro AeroDynamics, who remains active in the company. Ms. Brogan has become an authority on the technology of micro vortex generators. Working with the FAA, she has overseen the development and flight testing for STCs of after-market kits for hundreds of models of aircraft ranging from the Piper Cub to the Beech King Air. In her new role, she will continue to pursue STCs and intends to expand market penetration in foreign countries. Brogan and White recently exhibited Micro VG Kits at a tradeshow in the UK at Sywell Airport. Micro Aerodynamics manufactures vortex generators kits that can be installed on single and twin-engine aircraft with reciprocating and turbo prop engines. The vortex generators are effec-
Ms. Anni Brogan has become President of Micro Aerodynamics, the leading manufacturer of vortex generator kits. tive in keeping the boundary layer attached to the surfaces of the wings and tail group in slow speed flight. They have been proven to reduce stall speed and take off run, while providing positive aileron control in slow flight and improved flight characteristics. For more information, visit microaero.com
November 2014
www.inflightusa.com
PATTY WAGSTAFF AND SOUTHEAST AERO CREATE AVIATION SYNERGY
55
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION
1973 Grumman American AA5 Traveller
1976 Cessna 150M
160 HP, 1423 SMOH, 4949 TTSN, Digital VFR, New Paint/Interior, Shows like new. .. .........................................................$29,950
5528 TTSN, 1922 SMOH, 470 STOH, Very Nice Paint/Interior, Garmin XPDR, Digital NAV/COM. Fresh Annual ..............................................$15,950
LD O S
Kramer Upchurch, President of Southeast Aero, and Patty Wagstaff announced this month that they have teamed up in creating Patty Wagstaff Aerobatic School in St. Augustine, Fla. Southeast Aero, the U.S. distributor for the Extra aircraft is located at the St. Augustine Airport (KSGJ) in St. Augustine, Fla., has long been a magnet for sport aviation, attracting top aerobatic pilots from around the world. St. Augustine, known for its beauty, location, and great weather, allows visitors to combine flying aerobatics with a great vacation destination. The Patty Wagstaff Aerobatic School will focus on precision aerobatics in classic competition style for people who want to fly for recreation, airshows, or competition, and will offer tailwheel training and upset training to individuals and corporate flight departments, using both the Extra 300L and the Super Decathalon airplanes. Wagstaff said, “I’m excited! Starting an aerobatic school gives my instructors
and me a chance to pass on our experience in aerobatics and upset training, and to help create more skillful and safer pilots. We have already attracted students from Australia, Europe, and Canada, and we are hoping to become one of the premier aerobatic training centers in the world.” Kramer Upchurch, President of Southeast Aero, said, “The Patty Wagstaff Aerobatic School adds another dimension to our operation. Whether people come to Southeast for maintenance or to buy an airplane, we love sharing aerobatics and the love of aviation with them. Now we can offer a flying experience with one of the premier performers in aerobatics.” For information, contact Patty Wagstaff at patty@pattywagstaff.com Other links: Southeast Aero; www.southeastaero.com www.facebook.com/SoutheastAero Extra Aircraft: www.extraaircraft.com Patty Wagstaff: www.pattywagstaff.com https://www.facebook.com/PWAS1
ProManagement Continued from Page 48 tenance and support programs. “ProManagement is an evolution of the expertise our teams have demonstrated for more than 20 years and is designed to make the transition into aircraft ownership seamless,” said Brad Thress, senior vice president, Customer Service. “Our experienced team members leverage their knowledge and relationships across the industry to provide a first-time customer with everything needed to set up their operation.”
ProAdvantage ProAdvantage, which provides lifecycle maintenance and spare part support
for aircraft airframes and avionics, engines and, when applicable, auxiliary power units, is designed to increase efficiency, reduce costs and optimize the value of the aircraft. Owners benefit from more accurate budget management and long-term price protection for most every system on the aircraft through ProParts, ProTech, PowerAdvantage and now, ProManagement programs. Textron Aviation extended ProAdvantage coverage to Beechcraft King Air models earlier this year and also covers Cessna Citation business jets and Caravan turboprops.
1971 Piper Cherokee 180F
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LD O S FILE PHOTO
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In Flight USA Celebrating 30 Years
November 2014
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Photography by Sagar Pathak
OCTOBER 9-13, 2014
58
In Flight USA Celebrating 30 Years
November 2014
AD INDEX Aero Tech ............................37
Assoc.Sales Tax Consult.....59
Foster Flight ..........................6
R&M Steel Co. ..................14
Aerozona Parts ....................44
Aviat ....................................48
Gibson Aviation ..................22
San Carlos Aviation Supply ..12
Aircraft Magneto Service ..44
Aviation Gifts by Wileman 44
Giottos Aircraft Interiors ....10
Schweiss Bi-Fold Doors ....44
Aircraft Specialties Services19
Aviation Ins. Resources ......22
Hartwig Fuel Cells ................7
Stallion 51............................32
Aircraft Spruce....................15
Baja Pirates..........................16
HME Watches ....................30
Sterling Air ..........................13
Aircraft Tool Supply ..........31
BEDE Aero South ..............37
Horizontal Rain ..................33
Steve Weaver ......................20
Airport Shoppe..................2, 3
Brightline Bags....................47
Jorgenson Lawrence ....49, 58
T.J. Aircraft Sales ................23
Airtronics ............................25
Corona Air Venture ............26
JT Evans Aircraft Sales ........4
Tiffin Air..............................50
Alliance Intl. Aviation (AIA)..12
Corona Aircraft Engines ....54
Kitfox Aircraft ....................38
Travel Air ............................31
American Aerobatics ..........10
Divorce For Men ................24
Lafferty Aircraft Sales ........11
USA Aircraft Brokers ........33
American Aircraft Sales ....55
Dr. Susan Biegel, MD ........14
Liberty Bank........................32
Victory Girl..........................17
AOPA ....................................9
Durachart ..............................6
Mountain High Oxygen........7
Wisconsin Aviation ............40
Arizona Soaring ..................51
Fly It Airplanes....................21
Old School Aviation............45
Zanette Aircraft Insurance ....5
Arizona Type Ratings ........24
Fly It Helicopters ................60
QREF Media ......................18
“Still Specializing In First Time Buyers And Student Pilots Needs" Happy Thanksgiving, Hanukkah and Birthday to our Company Founder
LD O S 1973 Very Low time 182, Brand New Mags and Carburetor. Could be delivered with Fresh Annual.
1971 Cardinal RG, Great Panel, 75% New Interior, Very Recent Annual and possible terms! Great Commercial Trainer.
2004 G1000 182
1976 Arrow II. Great Numbers, Great Airplane.
LD O S 1971 Low Time 150L
2014 Fresh Turkey, Low Time, One Owner, Flies terribly but tastes really good!
Unbelievable deal . . . 2000 Husky A-1B Priced Reduced, 125 TT and loaded.
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
Rare Find: 1978 Cessna NON-TURBO 182 RG
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
AIRCRAFT EXEMPTION PROGRAM
Associated Sales Tax Consultants’ Aircraft Exemption Program is designed to help taxpayers legally avoid California sales and use taxes on the purchase of aircraft. Moreover, by engaging our firm to assist you throughout the exemption process, you can save between
Our guarantee:
8.25% and 10.25% of the purchase price of your aircraft. Throughout the company’s 30-year history of sales and use tax representa-
Pay no California sales or use tax.
tion, our program has been 100% successful when we were retained before the aircraft pur-
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
FLYIT SIMULATORS
ACCURATE, REALISTIC, AFFORDABLE FLIGHT TRAINING DEVICES Safety Based Training With mission based scenarios
Emergency Procedures Weather, loss of tail rotor control, electrical, power/auto rotation, etc.
Private/Instrument Time to ratings reduced from 70 hrs. (National average) to 40 hour min.
Nine Flight Models FLYIT PHS IN MOBILE CLASSROOM
Performance matches POH V-speeds
Motion System Accurately exhibits effects of tail rotor, provides a sense of being airborne
FLYIT BREAKTHROUGH MOTION TECHNOLOGY NOW AVAILABLE
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