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3
Calendar of Events
To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email 3rdavenue@embarqmail.com.
NOVEMBER
1
4—6
5
5—6
11
11 — 12 12
12 — 13 16 & 19 19
19 — 20 20
25 — 27 26
Q Chino, CA: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576. Q Stuart, FL: Stuart Air Show, Fri. 5 p.m./Sat. & Sun, 9 a.m. to 5 p.m., Witham Field, (772) 781-4882, stuartairshow.com. Q New Orleans, LA: WWII AirPower Expo, gates 9 a.m., Lakefront Airport, (504) 528-1944, www.ww2airpowerexpo.org. Q Thermal, CA: Jacqueline Cochran Air Show, 9 a.m. to 3 p.m., Jacqueline Cochran Regional Airport, jcairshow.com. Q Eastman, GA: Heart of Georgia Air Show, 10 a.m. to 3 p.m., Middle Georgia State’s Eastman Campus, www.mga.edu. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Chino, CA: Living History Flying Day, N9MB Flying Wing, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Palm Springs, CA: “Wild Bill Wellman: Hollywood Rebel,” 1 p.m., Palm Springs Air Museum, (760) 778-6262. Q Homestead, FL: Wings over Homestead, 8 a.m. to 5 p.m., Homestead ARB, www.wingsoverhomesteadarb.com. Q Jacksonfille Beach, FL: Sea & Sky Spectacular, 10 a.m. to 4 p.m., Jacksonville Beach Oceanfront, www.makeascenedowntown.com. Q Chino, CA: Veterans Day, 9 a.m. to 4 p.m., Yanks Air Museum, (909) 597-1735. Q Virginia Beach, VA: Veterans Day honoring WWII Vets of West Neck, 1:30 to 3:30 p.m., Military Aviation Museum, (757) 721-7767. Q Pensacola, FL: NAS Pensacola Open House & Blue Angels Homecoming, gates 8 a.m. Sherman Field, www.naspensacolaairshow.com. Q Pasco, WA: North American B-25 Mitchell Ground School, 9 a.m. to 5 p.m., Bergstrom Aircraft, (425) 348-3200. Q Palm Springs, CA: PSAM 20th Anniversary & F-84 Thunderstreak Unveiling, 1 p.m., Palm Springs Air Museum, (760) 778-6262. Q Monroe, NC: Warbirds over Monroe, 9 a.m. to 6 p.m., Monroe Executive Airport, www.warbirdsovermonroe.com. Q Las Vegas, NV: “75 Years of Air Power,” Nellis AFB, www.nellis.af.mil. Q Mukilteo, WA: “Technologies Developed During the Golden Age of Air Racing,” Wed. 7 p.m./Sat. noon, Historic Flight Foundation, (425) 348-3200. Q Chino, CA: Aviation Book Sale & Author’s Day, 9 a.m. to 5 p.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org. Q Palm Springs, CA: “Props & Hops Craft Beer Festival,” noon to 5 p.m., Palm Springs Air Museum, (760) 778-6262. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., Gibbs Montgomery Executive Airport, (619) 301-2530. Q Virginia Beach, VA: Planes, Trains & Santa, 9 a.m., Military Aviation Museum, (757) 721-7767. Q Palm Springs, CA: “1942 - The Year that Changed It All,” 1 p.m., Palm Springs Air Museum, (760) 778-6262.
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DECEMBER
3
3, 10, 17 5—8 6 10 10 & 11
Q Chino, CA: Living History Flying Day, A6M5 Zero, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Mukilteo, WA: Santa’s Visit, Noon to 2 p.m., Historic Flight Foundation, (425) 348-3200. Q Palm Springs, CA: “Pearl Harbor - Spies & Traitors,” 1 p.m., Palm Springs Air Museum, (760) 778-6262. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Mukilteo, WA: Christmas Ships Flight, 6 p.m., Historic Flight Foundation, (425) 348-3200. Q Las Vegas, NV: ICAS Convention, Paris Las Vegas, www.airshows.aero. Q Chino, CA: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576. Q West Chester, PA: SantaFest, 10 a.m. to 1 p.m., American Helicopter Museum, (610) 436-9600. Q Palm Springs, CA: Santa Fly-In & Winter Fun Land, 11 a.m. to 3 p.m., Palm Springs Air Museum, (760) 778-6262.
Continued on Page 7
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In Flight USA Celebrating 32 Years
COVER STORY
W
TOTAL PERFORMANCE: RVS ARE THOSE AIRPLANES
By Vickie Buonocore
hat’s the one thing that stands out about Van’s Aircraft, Inc.? One might say it’s the company’s long history dating back to 1972, or the fact that most of the components used in the RVs are manufactured in the USA and most of them in Van’s factory, or that the company of 40-60 personnel is employee-owned and operated. Actually, the fact that RV stands for Richard (Van) VanGrunsven, the company founder, stands out! Alas, there is no “one thing.” This highly successful kit aircraft design company that went from a garage to a 60,000-square-foot factory is a fascinating story. VanGrunsven (hereon referred to as Van) was an engineer who tinkered with flying and flying machines back in the early 1970s. He got a kick out of improving homebuilt designs, including the Stits Playboy, until he hit a glass ceiling of sorts. If he could improve them, he thought, why not create a great homebuilt from scratch? He built the RV-3 for himself, personalized it to meet his needs––including take offs and landing from his 680-foot grass strip––and won
The RV-14
(Courtesy Van’s Aircraft)
admiration from all the flying buffs who saw it. Aviators, he quickly learned, were willing to take the risk of building their own aircraft, both for the personal satisfaction and for the cost-savings. RV Aircraft are low-wing monoplanes of traditional aluminum construction. They use simple steel rod or leaffixed landing gear. The between-theknees stick driving the surfaces through
pushrods and ball bearings control the aileron and elevators. Stainless steel cables control the rudder. Fuel is contained in two sealed, removable, portions of the leading edge, and routed through a selector valve in the cockpit to the engine driven fuel pump. An electric fuel pump is installed in the system as backup. As the needs and wants of customers grew, the company evolved from the
November 2016
original RV-3 to various designs that continue to be developed today by company engineers. For example, the RV-4 and RV-8/8A are soloed from the front seat, but elevator and aileron controls for the rear seat are also provided. The RV-7/7A, RV9/9A, and RV-10 feature full dual controls, except passenger brakes, which are optional. Builders can choose models according to their needs and priorities. Baggage, for example, can be a concern for some: The RV-4 has an optional front baggage area, accessible from within the cockpit. The wide forward fuselage of the RV8/8A provides not only more instrument panel space, cabin width, and foot room than the RV-4, but also allows a forward baggage compartment between the instrument panel and the firewall. The RV-7/7A and RV-9/9A carry baggage behind the seats in a large 12-14 cubic foot bay. Another consideration might be in airfoils. The two-seat RVs, with the exception of the RV-9/9A, use the proven NACA 230 series airfoil. These are turbulent flow airfoils with very low-pitching moments. They do not require perfectly smooth surfaces to achieve good Continued on Page 49
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TABLE Volume 33, Number 3
OF
CONTENTS November 2016
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
ON THE COVER COVER STORY
IN MEMORY
L E B R A T I N G 9 E A R S I N 0U B L I C A T I O N #E
IN FLIGHT USA
WWW I NF L I GHT US A COM
EMBER .OV
VAN’S AIRCRAFT BUILDING ‘TOTAL PERFORMANCE’
MOURNS THE LOSS OF AVIATION LEGEND BOB HOOVER
Story starts on Page 4 Photo Page on Page 49
San Diego Air & Space........24 AOPA ..................................26 GAMA..................................26
4(% 26
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EAA ..............................28 Cover courtesy of Van’s Aircraft
NEWS FAA Challenges Santa Monica Agency, Issues Subpoenas ......8 FAA Simplifies Altitude Corrections for Cold Airports ............11 Aviation Design Challenge Open to High Schools ..................13 EAA Statement on Poberezny Induction to NAHF ....................14 NBAA Calls For Halt of ‘Strangulation Strategy� on SMO........16 UPS Aircraft Mechanics Fight for Benefits ................................19 Applications Open for EAA Founder’s Innovation Prize ..........28 Patty Wagstaff Says Preserve Wright Brothers’ Factory ..........36 ICAS: Drones Not Welcome at Airshows....................................37 Legend Cub Smart Updates and Luxury Options ....................38 Annual Aviation Book Sale And Author’s Day ..........................42 GAMA Praises Agreement to Offset Aviation Carbon Emissions 43 New Novel Highlights Experience of Women in Aviation ........44 AOPA Announces 2016 Flight Training Excellence Awards ....46
FEATURES
COLUMNS
Editorial: How Much! By Ed Downs ..................................................................6
Contrails: Our Vanishing Past
The Next Generation: 33 Years and Counting By Annamarie Buonocore ................................................9 Above & Beyond: Boeing Centennial Exhibit By Larry Nazimek ..........................................................10 Adventure Awaits Pilots In California’s South County By Annamarie Buonocore ..............................................20 Chief Exercises Resilience Through Mountain Climbing By Sr. Airman Solomon Cook, USAF ................................34
By Steve Weaver ................17 The Homebuilder’s Workshop: Freezing Rain By Ed Wischmeyer ............25 Flying With Faber: Thanksgiving with Faber By Stuart J. Faber ..............29 Flying Into Writing: Paso Robles By Eric McCarthyr ................32
Safe Landings: What Would You Have Done ........................................45 The Pylon Place: International Formula 1 – 2016 Recap By Marilyn Dash ................45
DEPARTMENTS Calendar of Events ..........................................................3 Classifieds ......................................................................48 Index of Advertisers ......................................................50
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In Flight USA Celebrating 32 Years
November 2016
HOW MUCH!
Editorial
2014 Piper Meridian
1969 Piper Arrow
435 TTAF. 435 SNEW. An immaculate and damage free PA46500TP. The aircraft was exported to Paraguay in 2014, and is a one owner, pristine aircraft always maintained by Piper Service Centers. Garmin G1000 Avionics Suite with Synthetic Vision. Currently on Paraguay registry and located in Santiago, Chile, we are available for export and transfer to registration of any county in the world. .......................................................$1,550,000
TTAF 4015. 470 SMOH. 148 SPOH. A clean, well maintained, and always hangared Piper Arrow. Great step up for pilots transitioning from a trainer to a single with retractable landing gear and controllable-pitch propeller. Beautiful cross-country IFR platform with low time engine. Garmin GNS 430 WAAS GPS/COMM, Isham Extended Wing Tips and Dorsal Fin. Located at KFTG Watkins, CO. ... $64,900
1963 CESSNA 336
1999 Socata TB-21
3070 TTAF, 346 SMOH Both Engines, Fixed gear Cessna Skymaster. Only 195 of these were produced, and they combine the safety and security of 2 engines with the simplicity of fixed gear. Low time, damage free, always hangared airplane, been in California since new. Owned by the same owner (WWII B-17 Airman Crewmember) since the early ‘70s ...........................$59,000
559 SNEW. Cruise in style, speed, and comfort. Fully IFR capable and ready for fast fun flights. Capable airframe is complimented by fabulous avionics and instrumentation. Always hangared, complete logs, and no known damage history...................$189,900
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T
By Ed Downs
he first major aviation tradeshow of the 2017 season is just around the corner, and the timing is perfect for those who want to get away from what will probably be the coldest time of the year. How about a visit to the U.S. Sport Aviation Expo, to be held in Sebring, Fla., on Jan. 25-28? This show is dedicated to recreational flying, featuring an expanding range of S-LSA aircraft and kit planes that can be flown by those exercising the privileges of a Sport Pilot. This category of flying was really taking off in 2008 but took a terrible hit when the economy collapsed. With the economic crisis seeming to level off, the world of S-LSA’s is stronger than ever, with some fantastic planes on the market. However, there is an “elephant in the room.” When the Sport Plane rule passed in late 2004, expectations had been set that this new category of airplane would drastically reduce the cost of a new plane, perhaps with prices in the low $40K range. Actual prices have ended up starting in the $100K range, often reaching prices of above $150K. What happened? Why can’t you just get a great little airplane for under $20K, like we did in the 1960s? For that matter, why do you have to spend more than $250K for a new Cessna 172? Where do these prices come from? The first thought that comes to mind is simply the value of a dollar. Everything was cheaper in the 1960s. While denied by politicians, the last 10 years alone have seen double digit increases in the cost of living. This writer is no financial expert, so hitting the Internet to look up statistics was certainly in order. Perhaps one could quantify past cost versus current cost to get a fair comparison. Hopefully, a simple chart might emerge that would tell us that a gizmo, which sold for 50 bucks in 1938 would cost $5K today. Surprise! It is not that simple! After searching through a number of federal statistics websites, five university websites, and a website dedicated to “Jokes for Statisticians,” it became clear that the only thing statisticians can agree on is that the other guy did not get it right. After becoming disturbingly familiar with terms like “the consumer price index as adjusted for the gross domestic product deflator,” it was concluded that the “consumer bundle index” seemed to make the most sense out of the six computing algorithms offered for determining “how much would that cost today.” This algorithm includes such considerations as families having multiple sources of income and recognizes that the things folks spent
money on 70 years ago may not even exist today. It attempts to smooth out “oranges and apples” comparisons that other algorithms may not consider. Let’s start our look into how much things used to cost with the year 1938. It was around that time that Piper introduced the J-3 Cub, for a list price of about $1,000. In current money (according to our algorithm of choice), that would equate to about $37,000, much lower than any current S-LSA. But, that was for a cramped, 40 hp plane, able to uncomfortably carry a single pilot of today’s typical “bulk” at a speed of 65 to 70 mph with enough fuel for local touch and goes. There was no electrical system, starter, or radios. The fabric needed to be replaced every two to three years and the engine was good for about 500 hours. Don’t get me wrong, the Cub is a classic, but would you buy an S-LSA of that description today for $37K? A more S-LSA-like comparison (except for gross weight) might be the Cessna 140A of 1948. With decent cruise speeds, an electrical system, all metal construction, and a reliable engine, this was a very nice airplane. Most nicely equipped C-140A’s went out the door at between $3,700 and $4,000 back in 1948, equivalent to about $58,000 today. Perhaps an even better S-LSA-like example (again, except for the gross weight) would be the 1970 Cessna 150. With tri gear, a 100 hp Continental engine and relatively modern instruments, it retailed for about $15,000. That is the approximate equivalent of $90,000 in “now” dollars. Okay, it looks like the older S-LSA similar planes of the past were a better deal, but remember, the Cessna 140 had been in production for almost three years and thousands had been built. The Cessna 150 being referenced had been in production for about 13 years and was based upon the Cessna 140A. Much of the cost of design and tooling had been paid for, and significant manufacturing efficiencies were in place. Let’s look a bit further and see what other factors come into play. Consumers set the price. Yep, it is all your fault. Does the reader really think that mega-national retailers have adopted China as a step-country out of a desire to improve the lives of Chinese workers? Nope, consumers sent retailers to China so they could save 29 cents on a $10.00 product. S-LSA wannabes did a lot of consumer surveys and came up with interesting results. The consumer did not want to pay any more than $60,000 to $90,000 for an S-LSA, but they also wantContinued on Page 18
November 2016
www.inflightusa.com
7
Calendar of Events Continued from Page 3 17
17 — 18 18
Q Palm Springs, CA: “The X-15 Rocket Plane,” 1 p.m., Palm Springs Air Museum, (760) 778-6262. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., Gibbs Montgomery Executive Airport, (619) 301-2530.
JANUARY
3 7
15
21
21 — 22 25 — 28
Q Chino, CA: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., Gibbs Montgomery Executive Airport, (619) 301-2530. Q Chino, CA: Open Cockpit Day — B-25 Mitchell Bomber & EC-121, 10 a.m. to 3 p.m., Yanks Air Museum, (909) 597-1735. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Sebring, FL: U.S. Sport Aviation Expo, www.SportAviationExpo.com.
FEBRUARY
4 7
14 18
18 — 19 19
Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Chino, CA: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576. Q Chino, CA: “Love Is in the Air” Buy-One-Get-One Free Admission, 9 a.m. to 4 p.m., Yanks Air Museum, (909) 597-1735. Q Chino, CA: Open Cockpit Day — F-86 Sabre Jet & EC-121, 10 a.m. to 3 p.m., Yanks Air Museum, (909) 597-1735. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., Gibbs Montgomery Executive Airport, (619) 301-2530.
Building the tools to teach AOPA is trying something that’s never been done before, and we think it will open the door for thousands of young people to discover the fun, excitement, and opportunity that aviation can bring. If you read this column regularly, you’ve heard of You Can Fly—the umbrella program AOPA launched in 2015 to get more people flying and keep them flying. Now AOPA’s High School Initiative, which falls under the You Can Fly umbrella, is taking some bold steps forward. AOPA is partnering with Purdue University to develop four-year aviation STEM (science, technology, engineering, and math) curricula for students in grades 9 through 12. The curricula will allow schools to offer up to four different career and technical education pathways —pilot, aerospace engineering, aviation technology, and unmanned aircraft systems (UAS). And each pathway will provide a full four-year course of study that builds on the skills and knowledge developed in each grade. To get things started, we’ll build the ninth-grade level classes. We expect to roll those out in time for the 2018-19 school year, with the higher grade level classes to follow until all four pathways are complete. The classes are being carefully designed to meet not only the high math and science standards many states are implementing to improve student performance, but also the rigorous career and technical education requirements that will allow schools to apply for federal grant money to implement the programs. We’re doing this at a time when it’s sorely needed. Job forecasts anticipate worker shortages in many aviation fields, and schools are scrambling to address growing science and technology skills gaps. Here at AOPA, Cindy Hasselbring is leading the charge on our High School Initiative. She’s a pilot, and a former math teacher who worked with the state of Maryland to bring STEM curricula into schools. As someone who’s spent a lot of time in the classroom, she’s driven to make sure these curricula get kids engaged by showing them just how fun, exciting, and useful math and science are, especially when they’re paired with aviation.
Anna Serbinenko Mark R. Baker President & CEO, AOPA
“I love both teaching and flying. . . I know of nothing more rewarding than sharing your greatest passion with others.”
• Aerobatics Instruction and Air Shows • For more information visit my website: www.cfc.aero Call 604.946.7744 or email anna@cfc.aero.
*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HɈLJ[ `V\Y Å`PUN NV [V www.aopa.org [VKH`
8
ANOTHER GREAT YEAR
TO
In Flight USA Celebrating 32 Years
I
By Mark Baker
GO FLYING
November 2016
t’s a little hard for me to believe that our third year of AOPA Fly-Ins is behind us. These events are so fun and exciting for us that they just seem to “fly” by. We started these fly-ins so we could meet more of our members. We wanted to come to you, to see the places where you fly, and learn more about the issues that matter to you. We didn’t want you to have to take time away from work and family or travel halfway across the country to get to know your association in person. We wanted to bring AOPA to you. And boy have you responded. Not
only have we met more than 44,000 of you in the past three years, almost threequarters of our fly-in attendees say they’d never been to an AOPA event before. That means we’re seeing members – including thousands of folks who have been members for years or decades – for the very first time. And that feels really good. You shouldn’t have to live near our Maryland headquarters to feel a personal connection to our team and the work we do on your behalf. We also wanted our fly-ins to be fun. Of course there’s always room for serious learning – and we do offer great seminars on important safety and educational topics but there’s also room just to hang out with other pilots, bring the kids and let
them get an up-close look at airplanes, enjoy some food and music, and get ideas for your next flying adventure. One of the best things about our flyins is the number of pilots who actually fly there, whether from a few miles or a few states away. One fly-in last year brought in more than 650 aircraft, and so far over the course of 16 fly-ins we’ve landed 6,026 aircraft. The number of people who turn out to volunteer for these events is another highlight for me. These are AOPA members who spend a few hours or a couple of days doing everything from setting up tables and chairs to cooking and serving pancakes to marshalling aircraft and parking cars. We average between 250 and 300 volunteers
at every fly-in and I’m not exaggerating when I say we truly couldn’t do it without them. Our fly-ins have even had a tangible effect on getting more pilots into the air. I can’t tell you how many folks stop me to say they’ve attended a free Rusty Pilots seminar at one of our fly-ins after years or decades out of the cockpit and now they’re back in the air and thrilled to be flying again. Planning is well under way for 2017, when we’ll host four new fly-ins at four new locations. We’ll announce the locations very soon and we’ll unveil some enhancements for next year’s events at the same time. Stay tuned, it’s going to be another great year!
The FAA is demanding answers from city officials in Santa Monica, Calif., and is clearly unwilling to accept at face value claims that the city will provide fuel, flight training, and aircraft maintenance services after kicking the current providers out of Santa Monica Municipal Airport. The agency put the city on notice Sept. 26 that it has opened an investigation into the city’s recent initiation of eviction proceedings against both fixed base operators, who received those notices from the city Sept. 15. That was a month after the FAA ruled Aug. 15 that the city is obligated to keep its 2003 promise to “make the airport available as an airport for public use on reasonable terms and without unjust discrimination to all types, kinds, and classes of aeronautical activities,” as mandated by federal law for communities that receive federal funds for airport improvements. The FAA noted that Santa Monica’s obligation “is not satisfied simply by keeping the runways open to all classes of users.” The city must also provide “suitable areas or space on reasonable terms to those willing and qualified to offer aeronautical services to the public.” In separate subpoenas served on city officials Sept. 26, the FAA demanded from the city documents and testimony regarding the city’s stated intention to provide aeronautical services after the
current providers are evicted. The subpoenas require the city to provide, among other things, detailed information about which city employees provide or would be intended to provide flight training, aircraft maintenance, and related services. The agency also demands to know what tools and equipment the city will deploy, and where, exactly, it plans to conduct flight instruction, and with which specific aircraft, among other things. The FAA action follows a plea for assistance from Atlantic Aviation and American Flyers, the businesses directly affected by the city’s strategy to circumvent federal law and its obligation to federal taxpayers for promises made prior to and as recently as 2003. The airport serves an important role as a general aviation reliever in the busy Southern California airspace, situated eight miles from Los Angeles International Airport. AOPA and the National Business Aviation Association have both sought to intervene in a federal court case appealing the FAA decision of Aug. 15 before the Court of Appeals for the Ninth Circuit. Both associations noted that closing the airport would not only affect those who use and base their aircraft on the 227 acres in the heart of the crowded city, but it also would add to airspace congestion and set a dangerous precedent that could jeopardize a system that provides federal funds for airports nationwide.
Santa Monica Mayor Tony Vazquez told the Los Angeles Times that the FAA investigation is an “overreach.” “Our priority is putting the community first and exercising our rights as owner and operator of the airport,” Vazquez told the newspaper. “Now the FAA is clearly on a fishing expedition to protect Washington special interests who fear losing corporate profits.” Vazquez and other city leaders have not acknowledged the airport’s $250 million contribution to the local economy, which was documented in an economic study along with the 1,500 jobs the airport directly and indirectly supports. The city has preferred to drive aviation companies out of business, as in the case of the recent eviction notices, or buy them out of business, as it did by paying $450,000 to Justice Aviation to depart the airport quietly in May. The city celebrates the value of tourism on its own website (an estimated 8.3 million annual visitors and 13,500 jobs supported by tourism) without a word about the role the airport plays in facilitating travel to and from this congested metropolitan area. The FAA gave the city 10 days to respond, and demanded in-person testimony on Oct. 12 to explain how the city plans to live up to its obligations after evicting all providers of aeronautical services. The agency noted various actions taken by the city, including limits
on fuel sales, adoption of an airport leasing policy that has led to the denial of leases to aeronautical service providers, and a city council vote to close the airport in 2018, or sooner, if legally permitted. “These actions may be causing, and appear intended to cause, impairment of the airport, including but not limited to, a de facto closure of the airport in violation of applicable law,” the agency wrote, noting that the city would normally have 30 days to respond but, under federal law, the FAA shortened the time to 10 days under circumstances that require an expedited response, including the Oct. 15 deadline to vacate imposed by the city on both FBOs. “The FAA strongly recommends that the City withdraw the notices to vacate until such time as this matter can be resolved,” the agency added. AOPA General Counsel Ken Mead said the association is pleased to see the FAA taking prompt action, particularly with the city clearly flaunting the agency’s previous ruling, not to mention court rulings against the city’s past attempts to close or curtail operations at the airport. It is a fight that has dragged on for years, and Santa Monica officials, Mead said, “should cease their efforts to close this airport by strangulation and live up to the promises made and the obligations incurred when the city accepted money from federal taxpayers.”
President and CEO AOPA
FAA CHALLENGES SANTA MONICA AGENCY, ISSUES SUBPOENAS, LAUNCHES INVESTIGATION
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November 2016
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In Flight USA is Celebrating 32 Years... Dear Readers,
It is with great pleasure that we celebrate our 33rd anniversary issue of In Flight USA. Over the years, you have become our family, and we are excited that we can continue to bring you general aviation news and fun, colorful aviation writing and artwork. Your stories have become our stories, and we have enjoyed every one. In Flight USA began as a small magazine in Northern California and has grown and evolved over the years. General aviation has come a long way, and we have followed its progress. We currently have a circulation of 40,000 print readers, and our online readership has grown as well, to 20,000 readers to be exact. We encourage you to find our magazine at local airports and other FBOs. Subscriptions are also available. We encourage you to visit our website at www.inflightusa.com for all the latest in general aviation. In 2017, in addition to covering more on the drones, we are looking to develop a mobile edition that can be read from any smart phone or tablet. For now, please like us on Facebook at www.facebook.com/inflightusa. As Managing Editor, I am pleased to carry on this 33-year-old tradition that my father, Ciro Buonocore, started from humble beginnings. We are a multiple-generation family business here to serve you. I am pleased that we can offer a product deeply rooted in tradition, while evolving in the modern era of technology. Never has this business been more exciting, as we offer media strategies that involve print and digital. In Flight continues to help advertisers on many levels, and we want to thank each of our clients for their continued support. I would like to thank our staff and printer who work tirelessly every month to produce the magazine. This effort would not be possible without our clients and staff. On late production nights, one can find graphic artists, Anne Dobbins and Toni Sieling, working on In Flight with great love and care. Should you find yourself in Nevada, you will find the dedicated copy editor, Sally Gersbach, who has been with us since the first issue! Many readers can look forward to driver, Andrew Wignot, who delivers every issue with a smile. Others are equally lucky to await the magazines from cheerful driver, Mike Sampson. Some in our neighborhood are even lucky enough to receive magazines from driver, Peter Evangel a WWII Navy vet., who celebrated his 90th birthday this year!
AVIATION OXYGEN EQUIPMENT
I would like to thank our writers and artists. Throughout the years, In Flight has become known for its covers. I would like to thank all of our artists and photographers for their great work and coverage of aviation events. Our writers add passion and humor, making our magazine the loved and sought-after publication that it is. I would like to invite those of you writers and artists to contribute to the magazine, as we love reading the great stories in this tight-knit community. We encourage those of you in the business to check out our advertising rates at www.inflightusa.com. Ed Downs, our Sales Representative and Industry Expert, is always here to greet you with a smile. When you work with us, you join a family. We thank you for your continued support. Publisher Vickie Buonocore and I wish you blue skies and tailwinds. Warmly,
Annamarie Buonocore Managing Editor
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Entrance to Boeing's "Above and Beyond" exhibit. As one walks through the entrance, the B & W Seaplane is the first thing they see. (Larry Nazimek)
B
By Larry E. Nazimek
oeing, whose headquarters is in Chicago, is celebrating its centennial, and their travelling exhibit, “Above & Beyond,” is making its rounds. We visited the exhibit as it opened in Chicago’s Museum of Science & Industry. Marcellus Rolle, of Boeing’s Centennial Anniversary Communications Office, explained, “Boeing does business worldwide, so there are actually three of these exhibits: one for the U. S., one for Europe, and one for Asia, in the appropriate languages. This one is in English, with Spanish subtitles.” The first thing one sees as he enters the exhibit, is a ¼-scale model of the B & W Seaplane, named after its designers, William Boeing and U. S. Navy Lt. Conrad Westervelt. Made of wood, metal, and fabric, it was the first Boeing product. Its first flight was on June 15, 1916, and its maximum speed was 75 mph. The exhibit is not, however, a history of Boeing’s many accomplishments and developments of the past 100 years, but is more of a look into the future. As John Blazey, Boeing’s VP of Global Corporate Citizenship put it, “We’re celebrating our centennial, but we’re also celebrating the future of aerospace.” They want to appeal to young people who may be considering a future in aerospace. Many of the exhibits are interactive, such as “Spread Your Wings,” where motion-sensing technology transforms participants into virtual birds who flap their wings and bank in order to fly in a V
Models of some of Boeing's UAVs (Unmanned Aerial Vehicles, AKA Drones) were on display. (Larry Nazimek)
In the Full Throttle attraction, guests design and test fly their fighter aircraft. (Larry Nazimek)
formation off the lead bird. In “Full Throttle,” participants design a fighter, choosing the type of fuselage, wings, and tail section, and then get to test fly it on a simulator, where they are scored. Guests get to see how different airfoils and nose cones perform in a simulated supersonic wind tunnel. Wind tunnel models of a space shuttle and supersonic bizjet are displayed next to it. While the Continued on Page 12
FAA SIMPLIFIES ALTITUDE CORRECTIONS FOR COLD TEMPERATURE AIRPORTS November 2016
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The FAA has published an updated list of cold temperature restricted airports – the airports at which altimeter error in extremely cold weather may require pilots to add a correction factor to indicated altitudes on specified instrument approaches. In a related notice, the FAA has introduced a new, simplified method for applying the mandatory altitude corrections in response to pilot feedback calling for an easier way to make the calculations. The list of cold temperature restricted airports for this winter is published in the graphic notices section of the October edition of the Notices to Airmen Publication (NTAP). A “snowflake” icon and applicable temperatures on government approach charts identify affected airports. A textual note provides the information on commercial charting publications, according to the NTAP. AOPA advocated for changing the method of calculating altitude corrections and updating the charted depictions of cold temperature restricted airports during last spring’s Aeronautical Charting
11
Updated List of Affected Airports Released
Forum, “to improve and simplify the process for general aviation pilots,” said Rune Duke, AOPA director of airspace and air traffic. The FAA and the National Business Aviation Association collaborated in the effort. “AOPA had received feedback from general aviation pilots who fly solo IFR that they needed a straightforward method of making the necessary altitude adjustment,” he said. Pilots who prefer the existing method for calculating the altitude correction on designated approach segments shown for the airport on the NTAP list may continue to use it. According to the FAA’s notice, the new method—which is presented in the Oct. 13 edition of the NTAP—is called the All Segments Method. The prior method, in use since the first list of cold temperature restricted airports was published in 2014, is referred to as the NTAP Segment(s) Method. Pilots who choose to use the new All Segments Method may “correct all altitudes from the initial approach fix (IAF) through the missed approach (MA) final holding altitude (All Segments Method).
There will be a single temperature in Celsius (C) next to the snowflake icon to indicate when this procedure will be required.” Pilots who wish to continue making altitude corrections segment by segment
A
on affected approaches must continue to refer to the NTAP airports list for the information necessary to make corrections on specified approach segments. The revised cold temperature Continued on Page 13 P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254
Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor..........................................................................................Annamarie Buonocore Production Editors ..............................................................................Anne Dobbins, Toni Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen Staff Contributors..................................................................................................S. Mark Rhodes, .........................................................................................................Larry Nazimek, Joe Gonzalez, Columnists ....................................Steve Weaver, Stuart Faber, Larry Shapiro, Ed Wischmeyer, ..................................................................................................................Marilyn Dash, Ed Downs, Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
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In Flight USA Celebrating 32 Years
November 2016
Above & Beyond: Boeing’s Centennial Traveling Exhibit
Continued from Page 10 technology for a supersonic bizjet has been around for a long time, the prohibition against supersonic flight over land has not made such planes practical. This model, however, is part of the studies to fly supersonic without causing sonic booms. There have been serious studies of a “space elevator,” but it will take many years, if ever, before it becomes reality. Participants get to take a simulated ride to space in the elevator. Composites have made many advancements in the design and manufacture of aircraft possible. An exhibit allows guests to drop a weight to compare the strength of fuselage sections made of metal and a composite that is 10 times stronger than steel. You may have heard about the theory of propelling objects by focusing laser light on them. It’s more than a theory, however, as aerospace engineer, Leik Myrabo, has tested a hand-sized model, where a laser’s energy is focused to a high intensity on a parabolic shaped object in order to create a plasma, which expands to
1/4 scale model of the B & W Seaplane, that started it all 100 years ago. (Larry Nazimek)
Mosaic encompassing Boeing's past and present. create thrust. As the exhibit shows, this has been tested at the White Sands Missile
(Larry Nazimek)
Range, and a model is on display. At the exhibit’s exit is a mosaic
1975 CESSNA CITATION 500
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AVIATION DESIGN CHALLENGE REGISTRATION NOW OPEN TO ALL U.S. HIGH SCHOOLS
November 2016
The General Aviation Manufacturers Association (GAMA) recently announced that registration is open for the fifth annual GAMA/Build A Plane Aviation Design Challenge, a competition to promote Science, Technology, Engineering, and Mathematics (STEM) skills among U.S. high school students using aviation. The first 100 high schools that enter the competition will receive complimentary “Fly to Learn” curriculum and software powered by X-Plane that teach aerodynamic and aviation engineering principles. The curriculum can be completed either in class or in an after-school program. Schools will then apply that knowledge to modify an airplane design and complete a mission in a virtual fly-off using the software. Four students, one teacher, and one chaperone from the winning team will receive an all-expensepaid trip during the summer of 2017 to experience general aviation manufacturing firsthand. Air & Space magazine profiled the Aviation Design Challenge in its October issue. As the magazine noted, several past winners and entrants are now pursuing careers in aviation as a result of the GAMA competition. Previous winners have hailed from Canby, Minn.; Saline, Mich.; Las Vegas, Nev.; Cuba City, Wisc.; and Weyauwega-Fremont, Wisc. Mike Hansen, teacher of the 2016 winning team from Weyauwega-Fremont High School in Weyauwega, Wisc., said the Aviation Design Challenge is an experience “my students will never for-
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get.” He added, “The progress each of the students made in the areas of communication, teamwork, and technical skills will serve them well for the rest of their lives.” Learning that his students won in 2014 was “one of my fondest moments as a school principal,” noted Grant Hanevold, Principal of Sunrise Mountain High School in Las Vegas, Nev. Calling the experience “life-changing” for his students, he said, “I can’t thank you and the board enough for what you do, and for the positive impact you are making in the life of a kid.” GAMA President and CEO Pete Bunce said, “GAMA is pleased to again sponsor the Aviation Design Challenge, which provides an outstanding opportunity for hundreds of high school students to develop their STEM knowledge and learn about aviation as a career. As our industry looks for more talented young people to fill the variety of aviation jobs that will open up in the coming years, this program has proven to be an excellent entry point for high school students and a valuable educational resource for their teachers, mentors, and administrators.” Only one team per school may enter, and must consist of at least four students, including at least one female and one male student. To learn more about the competition and to register, please visit www.gama.aero/advocacy/aviation-education/stem.
FAA Simplifies Corrections
Continued from Page 11 restricted airports list includes several airports not previously listed. Approach charts for those airports will include snowflake icons and temperature information by November, Duke said. In case of doubt, “Pilots should consult the NTAP for the current list and use it as the authoritative source for whether to use cold temperature procedures,” he added. Eventually, the FAA plans to publish the cold temperature correction procedures in the Aeronautical Information Manual, and publish the snowflake icon and temperature information on each affected instrument approach chart, elim-
inating the need to publish the NTAP airport list. However, while the correction method undergoes modifications, publication of the list in the NTAP will provide a quicker method of notifying pilots of changes than would the AIM, which can be subject to a six-month lag before an update appears. Pilots can review frequently asked questions on the calculation methods and other related issues at AOPA’s cold temperature restricted airports resource page, and are encouraged to email AOPA to provide feedback on their experience. For more information, visit www.aopa.org.
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American aviation has a bright future, according to award-winning author and commentator, James Fallows. “There will always be an irresistible desire to fly,” he said. Fallows made the comments during a discussion last month with AOPA President and CEO Mark Baker at the monthly Washington Aero Club luncheon. The two covered a wide range of topics, including air traffic control, remotely piloted aircraft, the aviation infrastructure in China, and Fallows’ “American Futures” project. Fallows is a national correspondent for The Atlantic and has written numerous books on Chinese culture and policy, including one related to the Chinese aviation industry. He has been a pilot for many years and owns a Cirrus SR22. “American Futures” is a multiyear project in which Fallows and his wife, Deborah, fly the SR22 to small communities around the country, getting a flavor of how people are adapting to economic, environmental, and technological changes in society. Fallows said the airplane both prompted the idea and makes the project possible. The couple spent many years reporting in a similar style while living in China, and
November 2016
Margaret Jenny, president of the Aero Club of Washington, presides over the club's October luncheon with special guests, Mark Baker and James Fallows. During the luncheon, Baker and Fallows discussed a variety of topics from air traffic control to their ongoing love of aviation. (Photo by Joe Kildea) Fallows has extensively researched the Chinese aviation infrastructure. He said there’s only been “about an inch of liberalization of rules” thus far, and that “A China that could have a successful independent aerospace system is a China we don’t yet know.” Mostly Fallows and Baker discussed their love of flight and all that aviation brings to society. Particularly while flying for American Futures, Fallows said he loves to watch the way settlements change with the landscape as you fly. “The process of swimming through the air still excites me,” he said.
EAA STATEMENT ON INDUCTION OF TOM POBEREZNY INTO NATIONAL AVIATION HALL OF FAME
Former EAA President Part of Four-Person Class Inducted on in Dayton
Experimental Aircraft Association (EAA) CEO/chairman, Jack Pelton, issued the following statement this month in conjunction with the Oct. 1 induction of former EAA president/CEO, Tom Poberezny, into the National Aviation Hall of Fame: “We heartily congratulate Tom Poberezny on receiving this singular honor of being inducted into the National Aviation Hall of Fame, where he joins the nation’s most legendary aviation figures. We at EAA are overjoyed at the recognition for Tom in respect to his long and varied career in the flying community. That includes his aerobatic skill as U.S. National Unlimited Aerobatic Champion, a member of the American world championship team in 1972, and dazzling airshow audiences as a member of the Red Devils and Eagles aerobatic teams for 25 years. “His leadership as president of EAA also left an indelible mark, including the construction of the EAA Aviation Center in Oshkosh, the growth of the annual
EAA fly-in convention as a world-class event, the creation of the Young Eagles program that has flown more than two million young people since 1992, and his leadership that led to the sport pilot/lightsport aircraft category in 2004. Tom is well deserving of this honor, as his vision and dedication made the sport aviation community a better place for all of us.” Tom Poberezny’s induction also marks the first father-son tandem as part of the National Aviation Hall of Fame. Tom’s father, EAA’s late founder, Paul Poberezny, was inducted in 1999. Also inducted on Saturday, Oct. 1, in Dayton Ohio, were Capt. Robert Crippen, the first Space Shuttle pilot; NASA’s first flight director, Christopher Kraft; and the late Medal of Honor recipient Col. George “Bud” Day. More information on the induction is available at the National Aviation Hall of Fame website: www.nationalaviation.org/.
November 2016
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NBAA CALLS FOR FAA TO STEP UP EFFORTS TO HALT 'STRANGULATION STRATEGY' FOR SMO
In Flight USA Celebrating 32 Years
Last month, National Business Aviation Association (NBAA) President and CEO Ed Bolen cited “an urgent need for further, stricter action” by the Federal Aviation Administration (FAA) to halt blatant actions by city officials in Santa Monica, Calif., to drive local businesses from Santa Monica Municipal Airport (SMO). Bolen’s letter marks the most recent action NBAA has taken to preserve the historic Southern California airport’s important role in the nation’s aviation system. Earlier this year, NBAA joined with the Aircraft Owners and Pilots Association (AOPA) to file an FAA Part 16 complaint alleging that city officials have improperly diverted airport funds, charged excessive and unreasonable landing fees, and denied leases on property to airport businesses. For its part, the FAA issued a notice of investigation into the leasing and related issues last month, requiring the city to explain its rationale for attempts to evict two longstanding aviation service providers at SMO, Atlantic Aviation and American Flyers. The agency also subpoenaed city officials to appear in person to address the matter. In addition to the notice of investigation and related legal proceedings, in August the FAA also reaffirmed the city’s
November 2016
overall obligation, under terms of federal grant assurances, to keep the airport open through 2023. A separate case, now under deliberation, concerns whether Santa Monica is further required to operate SMO in perpetuity under terms of the 1948 Instrument of Transfer that gave control of the airfield back to the city after significant improvements made by the Army during World War II. While welcoming the FAA’s recent moves to ensure the airport’s continued operation, Bolen’s letter urged the agency to step up its efforts to stop “the city’s ongoing, self-described ‘strangulation’ strategy for SMO.” “The city has not stopped––and indeed, has accelerated––its efforts to restrict aeronautical uses of SMO,” Bolen wrote in his Oct. 14 letter to FAA Administrator Michael Huerta. “As the city continues to implement its strategy, there is a significant risk that if the FAA does not take immediate steps to ensure the future of SMO, any ultimate victory will be pyrrhic, because in the meantime, the city will succeed in withering away the services available at the airport, and along with them its aeronautical user base,” he concluded. For more information, visit www.nbaa.org.
Editorial: How Much Continued from Page 6 ed everything found in a current Cessna 182.” Most potential S-LSA buyers demand a full IFR, advanced technology/integrated auto-flight, night capable airplane with luxury interior and expensive avionics. Shucks, even J-3 look-a-likes are highly modernized, digital-panel airplanes. Profit first. Use of the word “profit” is, indeed, risky. It seems most folks think that profit is evil, unless they are the ones making it. This reality can be seen, and heard around the world. TV ads scream, “Less than dealer invoice,” or “below manufacturer’s cost.” This writer remembers a famed Southern Californian car dealer of the early 1950s who used television to claim, “We lose money on every sale, but make up for it in volume.” Of course, this dealer ended up in federal prison with a roommate named Bubba, but you get the point. We consumers do not like the idea of letting someone make a profit on us. Regrettably, no profit
equals no airplanes. Manufacturers are righteously hesitant to discuss profit margins but admit that they need to make enough to cover costs and have capital for future operations and new products. They also have the challenge of showing venture capitalists, banks, finance companies, and insurance companies that business will show an acceptable profit. Simply paying good wages, supporting manufacturing costs, and paying bills on time is not good enough for the financial community. Banks expect to see corporate profits, after all expenses, of somewhere between 10 percent and 15 percent. The financial community wants to make sure that a company is healthy enough to stick around and support their customers. Liability cost. Industry leaders know that a failure to meet the tough ASTM consensus standards (or FAA certification requirements) is more likely to be Continued on Page 18
November 2016
Contrails
I
by Steve Weaver
www.inflightusa.com
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OUR VANISHING PAST
watched as the Spitfire, a veteran of the Battle of Britain, gently touched the sod of the country it had fought for some 70 odd years ago. The roll out was straight, and the track was true and the beautiful craft had slowed to almost a taxi pace when suddenly the left wing went down. The big fighter slewed and started to go over. It poised with the tail high in the air, just at the tipping point, where an inch further would send it onto its back, then it settled back on the right main gear and the left wing tip, the tail still high above the ground. There was a collective moan from the watching crowd, mine probably one of the loudest. I was visiting England last month, and my host suggested a trip to Sywell Aerodrome, which was an RAF training field during the war and located about an hour from London. Dozens of these bases threatened to sink the island during the war, and this one resembled the quintessential RAF aerodrome that we’ve seen in dozens of WWII movies. It shined in the slanting, early fall light, the brightest expanse of green that you can imagine, and on this Thursday afternoon, it was a beehive of activity. There was a large picnic area behind the low fence, and entire families were having a midweek lunch while watching the airplanes as they came and went. Besides the Spitfire, there was a DeHavland Chipmunk and a Tiger Moth giving rides to all comers, and there appeared to be plenty of customers. The local flying club was busy with students, and the restaurant in the terminal was bustling. Apparently, aviation is still special in England, as it was here in America almost a half century ago when I got into the flying business as a young man, and it cheered me to witness it. There is also a Battle of Britain museum at the aerodrome, which was closed this particular day, but thanks to the kindness of the curator, the Yanks got a peek. It was overwhelming, and my plan is to go back and spend a day there. The smallest artifacts are shown and described with care, and there was lots of salvage from battle wreckage with a description of where and when the aircraft went down. Allied and German alike, all things were displayed with a reverence that bespoke the importance of the tiniest bit of England’s history during
The DehavillandTiger Moth. This aircraft was the primary trainer for RAF students during their basic flight training at Sywell Aerodrome during the war. (Steve Weaver)
The magnificent Supermarine Spitfire, just before the eventful flight. (Steve Weaver)
Our English hosts, Des and Glynis Ahern, enjoying the brilliant day in the picnic area at Sywell Aerodrome. (Steve Weaver)
One of the hundreds of bicycles that provided transportation during the war years at Sywell. (Steve Weaver)
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this epic time. The failure of the left gear on the Spitfire got me thinking about how old these survivors from the Big War are now and how incredibly difficult and scary it must be to maintain them. Year after year, there are fewer spares and fewer people who can work on them, and when something breaks, there is always the possibility that the needed part can’t be found. I was standing next to the wife of the gentleman flying the Spitfire when the accident happened, and I could see the hurt on her face as she saw the old aircraft damaged. The surviving men who flew these aircraft are in their 90s now, and their ranks are thinning quickly. We are so blessed to still have a few to link us to the time these aircraft helped save the world. Sadly, there will soon come a time when the last warrior pilot is gone, and we have only their recorded words to connect us to their story. The aircraft though, live on for now, through the dedication of the men and women who keep them flying, and in doing so, they give us a living link to the past. It must be faced though, that someday the machines will follow their human pilots. There will come a day when one of these magnificent aircraft will be the last of its breed to fly. At the end of that flight, it will taxi to a rest, the mixture on the Merlin will be pulled, and the shining disc of it’s propeller will slow, dissolve into individual blades, then stop one final time. On that sad day, an important part of the past will be relegated to the museums, and we will have lost the living touchstone that brought an era alive for us. Until that day, don’t miss a chance to see these pieces of living history in action.
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In Flight USA Celebrating 32 Years
Editorial: How Much Continued from Page 16 resolved in the civil courts than by government agencies. The specter of liability litigation is a strong motivator to keep the system honest. But does this mean the product liability insurance is, or is not, a major part of the cost of an S-LSA? To be sure, large companies with multiple products and significant assets carry product liability insurance, and that cost is figured into the cost of everything they sell. But what about the smaller entrepreneurial companies? In general, the answer is no, product liability insurance is not a major factor in pricing.
While the manufacturers interviewed for this article were hesitant about sharing the details of their product liability strategies, a common philosophy is in play. Many SLSA manufacturers are self-insuring. They have set up both passive and positive defenses against our litigious business world. The passive structure shows up in the way of corporate structure, strict compliance with standards, and carefully maintained records. One manufacturer hinted about the true motive behind liability lawsuits with an interesting view, “Telling a lawyer you do not have product liability
November 2016
insurance is like holding a crucifix up in front of Dracula.” Few litigating lawyers want 50 percent of a defunct airplane company as their pay-off. Material cost. The cost of materials has increased dramatically over the years. Aircraft demand special materials not used in other consumer products, driving the cost sky high. The cost of the engine alone now exceeds the cost of materials for the airframe by a significant amount. For example, when first introduced, the Rotax 912 series engines sold for less than 10K. Versions of that same engine sell for more
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than $30K today. The airframe manufacturer not only pays $30K for the engine but must also design and support the installation systems for that engine, all of which cost big bucks. Manufacturing cost. Many seasoned aviation enthusiasts remember the photos of WWII aircraft production lines, like Willow Run, with hundreds of planes lined up on massive assembly lines. We think of airplanes as “mass produced” machines, benefiting from all of the innovative thinking guys like Henry Ford could muster. Nothing could be further from the truth. Today’s S-LSA’s are individually hand crafted, labor intensive, custom-made machines. While manufacturing technology has certainly entered the picture, those efficiently produced parts must be assembled by expensive hand labor. The fact is, robotic manufacturing technologies that could appreciably reduce cost are not likely to appear in an industry that considers 200 units per year as a high number. Most industrial manufacturing experts would simply assume that an annual number of 200 was a typo, having left off several zeros. To be sure, manufacturing efficiencies will be introduced, but the low S-LSA numbers almost ensure relatively high manufacturing cost on a per unit basis. Cost of certification. The cost of certification has always been held up as a major factor affecting aircraft pricing. Has the ASTM process really helped contain this cost? Absolutely, the ASTM process is more cost effective than working with the FAA. The main issue is that when working with the FAA, you work on the FAA clock, which runs painfully slow. Time adds cost. With ASTM, the manufacturer controls the pace of certification, reducing the manhour cost by a significant amount. But certification cost is still there, and it must be borne by a relatively small number of airplanes. It was originally thought that SLSA’s would evolve from the conversion of ultra-light designs into more sophisticated certified planes. That market never materialized, and the vast majority of SLSA’s being sold today are purposefully designed. A small manufacturer, working diligently, can obtain ASTM-based certification in as little as a year (compared to five years in the FAA system), but that cost will need to be amortized in each plane sold. At perhaps 200 planes per year, the added cost per unit is significant. Support cost. Every manufacturer acknowledges that the cost of their SLSA’s had to cover after-market support. Realistically, not all of the cost of product support comes from the sale of the plane. Parts and services sold after the airplane is Continued on Page 22
UPS AIRCRAFT MECHANICS DOING DANGEROUS WORK VOW STAND UP FOR CRITICAL HEALTHCARE, RETIREE BENEFITS
November 2016
www.inflightusa.com
TO
After Years of Prolonged Negotiations, Essential Supply Chain Workers Head into Final Negotiations with Shipping Giant Before Holiday Season Rush
With the start of the holiday shopping season just weeks away, mechanics and other workers who ensure UPS’s fleet of jet engine aircraft are operational and safe are heading into negotiations with the company. UPS––a multi-billiondollar company––is calling for a massive reduction in both active and retiree health benefits for 1,200 maintenance workers who are critical to the company’s supply chain. Most do physically demanding and often dangerous work around jet engine aircraft and equipment and toxic fuel chemicals and exhaust. “Every day I go to work to service the planes that are essential to UPS’s success and to customers all over the world getting their important deliveries like text books, medicine, and building supplies on time. Without operational aircraft, these important deliveries and holiday gifts won’t be delivered on time. I take my job very seriously, but it takes a toll on my body,” said Ralph Neopolitan, a 10-year mechanic at UPS in Louisville, Ky. “UPS is hugely profitable because of the dangerous work we do, and it isn’t right that the company is trying to deny us of basic health benefits. We are standing up to UPS together to protect our health and our retirement.” UPS is proposing to increase health care costs for families by as much as 430 percent in just the first year of a new contract with increases each year after, while the company’s record profits, huge dividend payouts, and massive executive compensation packages dominate headlines. In September, the company announced additional stock incentives and 10 percent raises for its top executives: Chairman and CEO David P. Abney, Senior Vice President and CFO Richard N. Peretz, CCO Alan Gershenhorn, and President of U.S. Operations Myron A. Gray. The company predicts another quarter of record-setting earnings. “Our breakrooms and offices fill up with toxic fumes when aircraft are moved in and out; jet engine blasts are a continual risk as is hearing loss due to dangerous working conditions; not long ago a member’s leg was crushed by a main landing gear wheel that fell on it; and we’ve had numerous members whose backs have been ruined by lifting massive charging cords with no assistance,” said Tim Boyle, president of Teamsters
Local 2727, the workers’ union. “These are just a few examples of the dangers facing mechanics, and it is unconscionable that UPS is coming after our members’ health care and retirement benefits during this holiday season. The
company, millions of customers, and pilots all rely on mechanics to keep this multi-billion-dollar company operating and delivering on time,” added Boyle. In 2008, OSHA cited UPS for violations that led to, among other injuries, a
19
worker breaking his neck when a truck he was parked in was blown over by the jet blast of a Boeing 747 aircraft. A recent OSHA complaint asserts these dangerous conditions persist. This physically strenuContinued on Page 22
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ADVENTURE AWAITS PILOTS IN CALIFORNIA’S SOUTH COUNTY
In Flight USA Celebrating 32 Years
Planes of Fame Air Museum Over 150 Aircraft and Displays
November 2016
By Annamarie Buonocore Introduction
See the Mitsubishi A6M5 Zero Fly!
Living History Flying Day Saturday, December 3, 10 am The December 3rd Living History Flying Day will feature the Mitsubishi A6M5 Zero. A speaker panel of distinguished aviation experts, historians and veterans will give a presentation, followed by a flight demonstration of the featured aircraft.
Visit us:
Living History Flying Days occur the first Saturday of each month at the Chino, CA location.
Sun-Fri: 10-5 • Sat: 9-5
(Schedule subject to change.)
Closed Thanksgiving & Christmas
Perhaps one of the most overlooked parts of California is the Bay Area’s South County. Unless one is thinking about the pungent odor of garlic, South County is just another place travelers pass through between the Bay Area and Los Angeles. But for those who choose to stop, great treasures await. From fruit stands to two dynamic airports, this area, just miles outside of Silicon Valley that includes the south end of San Jose, Gilroy, and San Martin, offers great opportunities for aviation enthusiasts, pilots, and all who travel alongside of them.
J2 Cub at Wings of History Aviation Museum, San Martin. (Courtesy of Wings of History Aviation Museum)
Airports
Propeller Shop at Wings of History Aviation Museum, San Martin. (Courtesy of Wings of History Aviation Museum)
CHINO AIRPORT (KCNO) • 7000 MERRILL AVE., #17 • CHINO, CA Corner of Merrill and Cal Aero Drive Dr. Chino Airport
WWW.PLANESOFFAME.ORG The Reid-Hillview Tower. (Courtesy Reid-Hillview Airport website)
• Beijing, Wuhan, Yichang, Chongqing, Chengdu, Guilin, Xi’an, Suzhou & Shanghai • ALL 5-Star hotels and 5-star cruise ship (all cabins with private balcony). • Great Wall, Forbidden City, Tiananmen Square, & Summer Palace • 4-night Yangtze River Cruise through Three Gorges and 5 locks of world’s largest dam with 3 included shore excursions • Baby Pandas at Chengdu’s Breeding Center
• 8000 Clay Soldiers, ancient city wall, famous Tang Dynasty show • Exotic Guilin with Li River mini-cruise plus tea plantation & Reed Flute Caves • VIP Tour of NEW WW II Flying Tigers Museum plus VIP Banquet • Cruise Grand Canal of Suzhou, World’s Silk Capital & the “Venice” of China • Tour the old and the new modern Shanghai • And SO MUCH MORE ...
12th Annual VIP Delegation led again by local retired UAL Capt. Larry Jobe & his wife “China Nina”
209.962.5588 or toll free 866.669.2288 www.TravelAireTours.com for full details
When we in the aviation community talk about South County, we are usually referring to Reid-Hillview and San Martin Airports. Both airports have runways of decent length, full-service FBOs, and San Martin is even lucky enough to have a unique museum where adventure awaits. Let’s start with Reid-Hillview (KRHV). Located at 2500 Cunningham Ave., San Jose, CA, Reid-Hillview has two runways. Runway 13L/31R is 3,100 feet long. Runway 13R/31L is 3,099 feet long. The airport includes a number of FBOs and other flight services, including Aviation Oxygen Supply located at 2635 Cunningham Ave. #A and Trade Winds Flight School located at 2505 Cunningham Ave. History goes as far back as 1911 when local aviation pioneer, John J. Montgomery, first experimented with gliders. The airport has seen many changes throughout the years from when founders, Bob and Cecil Reid first built the Garden City Airport in 1935. The airport moved in 1946 in order to accommodate the 101 Freeway. Their second location was just northwest of the Hillview golf course,
San Martin Wings of History Aviation Museum Display. (Courtesy of Annamarie Buonocore)
hence the name Reid-Hillview. The control tower opened in 1967, and in 2010, the airport became home to the San Jose State University aviation department. ReidHillview is the bigger of the two South County airports, but San Martin has a great deal to offer as well. San Martin (E16) has one runway of 3,100 feet. While the small airport does not have a tower or FBOs, they make up for it with lots of land, close proximity to the 101 Freeway, and a treasure of a museum on campus. The Wings of History Air Museum is a wonderful educational adventure for the whole family. This hidden treasure located at 12777 Murphy Ave., San Martin, CA is a small but one-of-a-kind museum. With a library, restoration room, and historical center, this Continued on Page 22
November 2016
www.inflightusa.com
Adventure Awaits Pilots
Continued from Page 20 hands-on working museum is dedicated to the “Golden Age of Flight.” The museum allows visitors to view airplanes in various stages of restoration, viewing blueprints and various construction methods. The most unique part about this museum is that it includes an old-fashioned propeller shop that builds and repairs wood propellers for a variety of antique planes. Museum hangars feature hand-built airplanes, gliders, and a full-scale replica of the Wright Brothers’ first plane. The museum is not one of those boring sites with demanding docents yelling at children not to touch all the shiny objects. To the contrary, the museum has friendly volunteer docents who thoroughly understand aviation – from the Wright Brothers to modern technology. The museum is essentially hands-on, allowing visitors to sit in the aircraft, fly in simulators, and view fascinating collections of aircraft engines that they can touch. The museum, which is open from 10 a.m. to 3 p.m. on Tuesdays and Thursdays and 11 a.m. to 4 p.m. on Saturdays and Sundays, features a gift shop, propeller shop, 1928 American Eagle bi-plane, home-built helicopter car, aviation clothing and gear, and much more. Admission is $7 for adults, $5 for children ages 5-12, and free for children under the age of 5 or active duty members. The facility can also be rented out for special events. For more information, visit www.wingsofhistory.org. While South County can work as a day trip from either the Bay Area or Central California, those who fly in might be looking for a place to stay. We recommend the following lodging establishments.
Hotels
The Hilton Garden Inn of Gilroy at 6070 Monterey Road, Gilroy, CA is a classy family-friendly hotel easily accessible from Highway 101. Rooms feature plush beds, large work desks, and many other amenities. The hotel includes a pool and dining services. For more information, call 408/840-7000. The Best Western Forest Park Inn at 375 Leavesley Road, Gilroy, CA is a more affordable option. Conveniently located off the freeway, this quaint outdoor garden hotel is close to wineries and the adjacent Gilroy Outlets. The picturesque scenery of this hotel makes it the choice for those looking to go golfing or wine tasting. For more information, call 408/848-5144. In addition to these great lodging establishments, South County offers some great options in terms of food.
Restaurants
When visiting the garlic capital of the world, one is sure to find some excellent garlic cuisine. The Garlic City Café at 7459 Monterey Road, Gilroy, CA is sure to offer some of that pungent cuisine for the whole family. Not all dishes
Where th
offered include garlic, but many of their dishes, like the cream of garlic soup, make a visit to Gilroy what it is. For more information, visit them on the web at www.garliccitycafe.net. Another great option that does not include as much garlic is BBQ 152 at 8295 Monterey Road, Gilroy, CA. Locals and tourists rave about the delicious
21 smoked barbecue that is sure to be an unforgettable experience. Menu options include pulled pork, tri-tip, pork ribs, chicken, brisket, and beef ribs. Sandwiches and salads are also available. more information, visit For www.bbq152.com. Continued on Page 22
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In Flight USA Celebrating 32 Years
November 2016
Editorial: How Much Continued from Page 18 burden being placed on each machine. But,
delivered will produce revenue that will help support airplanes that may have a 50year service life. Consumers speak loudly to the issue of product support. They want 24/7 support services and expect an infrastructure to be in place to facilitate those expectations. This costs money that must be amortized over very small production runs. Continuing airworthiness support of an S-LSA is an integral part of the ASTM consensus standard certification process. This includes defining how a plane will be supported if the manufacturer ceases production. This “lifetime” support commitment offers a costing challenge for both contemporary FAA certified airplanes as well as the up-and-coming S-LSA industry. The fact is, someone has got to put a few bucks in the support kitty, and that someone is the consumer. The key to cost when it comes to building airplanes is that quality, certification, ongoing support, and material costs must be covered through the sale of very few products. There is no magic here; a big number divided by a small number results in a big
when compared to contemporary planes on the market like Beech, Cessna, and Piper, a new S-LSA has much to offer. The speed restriction on S-LSA’s is based upon indicating 120 Knots at sea level. Some turbo charged S-LSA’s will indicate 120 Knots at 10,000 ft. (and higher) meaning cruise true airspeeds can easily exceed 140 knots. Fuel flows are as low as four GPH (auto fuel) and range may be nearly 1,000 miles. Service ceilings are typically above 15,000 ft. All of this with advanced avionics and autopilot, at less than $160K. Basic models can still be had for around $90K. Most current airplane owners could sell their present hangar queen, pay cash for one of these guys, and have a lot more fun flying. It is worth thinking about. So, does a trip to Florida in the middle of winter sound like an even better idea? The U.S. Sport Expo makes it easy to fly the plane that catches your eye, a great opportunity. Visit www.sportaviationexpo.com to learn more about the fun flying availiable in the world of S-LSA aviation, even if they are a bit spendy.
UPS Aircraft Mechanics Continued from Page 19
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ous and often dangerous work of aircraft mechanics, inspectors, utility employees, and others is a key reason why healthcare cuts are a non-starter for Local 2727 members. “Often there is just one mechanic assigned to an airport, and that takes a serious toll on us physically. Repetitive stress and lifting injuries are common because maintenance staff is operating solo and fast in order to keep things moving on time,” said Kevin Gawlik, a 22-year mechanic at UPS in Rockford, Ill. “We have members who are out on long-term
disability at 60 who may never return to work because of injuries sustained after years of this demanding labor. What happens to them and their families if UPS guts their health benefits?” Workers have held protests and informational pickets in front of retail giants like Amazon, a major customer of UPS, calling on UPS to preserve good, middle class jobs for these vital, skilled workers. More protests and pickets are scheduled to occur as UPS attempts to deliver more than 1.6 million packages a day during the lead up to the holidays, which is peak season for the package delivery giant.
Adventure Awaits Pilots
Continued from Page 21
Attractions
When the Garlic Festival is not in season, there are plenty of other activities to entertain guests in Gilroy and South County. Gilroy is home to one of the most dynamic viniculture areas in Northern California. Traveling down the picturesque Hecker Pass will bring a little taste of paradise. Popular Gilroy wineries include Rapazini Winery, which is known for its world famous red garlic cooking wine. The winery also includes a tasting room and garlic shop. For more information, visit them on the web at www.rapazziniwinery.com. For a more youth-friendly attraction, take the kids over to Gilroy Gardens
Family Theme Park. The park includes a number of attractions, including roller coasters, water slides, a rock maze, and a tree-climbing structure. With fun during the day and bright light displays at night, this theme park is sure to create fun for the entire family. For more information, visit them online at www.gilroygardens.org.
Conclusion
The airports and attractions of South County await you! Pilots and aviation enthusiasts are sure to be pleased with either of the two airports, the enjoyable Wings of History Air Museum, and all the attractions when not focused on aviation and flying. South County hopes to welcome you soon.
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SAN DIEGO AIR & SPACE MUSEUM MOURNS THE LOSS LEGEND R. A. “BOB” HOOVER
24
In Flight USA Celebrating 32 Years
OF
AVIATION
November 2016
Hoover – Described by Gen. Jimmy Doolittle as the “Greatest Stick-and-Rudder Man Who Ever Lived” – was 94
Aviation Legend Bob Hoover – described by Gen. Jimmy Doolittle as the “greatest stick-and-rudder man who ever lived” – passed away on Oct. 24. He was 94. “Bob Hoover truly personified the ‘pilot’s pilot’ and was deeply beloved in aviation circles,” said Jim Kidrick, President and CEO of the San Diego Air & Space Museum. “He will always hold a special place in our hearts at the San Diego Air & Space Museum, and he will be sorely missed.” Robert A. “Bob” Hoover was born in Nashville, Tenn. on Jan. 22, 1922. From an early age, he loved aviation and soloed (first flight alone) on his 16th birthday. Bob and some friends rebuilt a Taylor E-2, which Hoover barnstormed all over Tennessee, his early interest in flight demonstration. He later enlisted in the Tennessee National Guard and, after the outbreak of World War II, reported for pilot training with the Army Air Corps. Deployed to Casablanca, his first assignment was as a test pilot at a repair depot, flying almost every combat airplane in
the Allied arsenal. His flight test acumen assured every airplane was ready to meet the enemy in the air. His turn flying combat would come soon. Hoover eventually flew combat in Spitfires with the 52nd Fighter group. Inadvertently shot down off the coast of Southern France, Bob spent 16 months as a German prisoner of war. In April 1945, he planned and initiated a daring escape from the prison camp. It was just like in the movies, and only Bob could pull it off. He commandeered a FockeWulf-190 German Fighter, taking off behind enemy lines, flying to safety in Holland. His evasion of allied forces flying a German fighter was miraculous. After World War II, Bob was assigned to the Flight Evaluation Group at Wright Field in Ohio flying and evaluating captured German and Japanese combat aircraft. Transitioning to America’s new jet fighters as a test pilot, he experienced his first bailout from an F-84 Thunderjet, shattering both legs, dashing his hopes of flying the Bell X-l’s first flight. But later, when Chuck Yeager
was asked who he wanted airborne with him for the supersonic Bell X-l mission, he named Bob, who also became Yeager’s backup pilot. On Oct. 14, 1947, Bob flew the chase safety plane in a Lockheed P-80 Shooting Star during Chuck’s historic Mach 1 flight. Known as “Pard” to Bob, Chuck, and Bob remained lifelong friends and set the standard for the modern-day test pilot. Bob later joined North American testing the FJ-2, the F-8 Crusader, and the F-100 Super Sabre. Though no longer in the Air Force, he even managed to fly combat missions with Air Force squadrons in Korea, demonstrating the capabilities of the F-86 Sabre to the deployed pilots in actual combat. He was the first man to fly the Navy’s XFJ-2 Fury jet and the Navy’s T-28 trainer. In the 1950s, Hoover began flying an acrobatic routine in his famous P-51 Mustang Old Yeller, then the T-39 Sabreliner followed by the Aero Commander fleet, and the Shrike Commander 500S. (Bob’s Shrike Commander is now displayed in the Smithsonian’s National Air & Space Museum’s Udvar-Hazy Center in Dulles, Va.). He set altitude and speed records and was routinely sent abroad to demonstrate aircraft. During one of his most popular stunts, Hoover poured iced tea from a pitcher into a glass placed on the instrument panel of his Shrike Commander while performing a perfect barrel roll. In 1966, he served as captain for the U.S. Acrobatic Team.
During his lifetime, Hoover flew more than 300 types of aircraft and performed at more than 2,500 civilian and military airshows. Considered one of the founding fathers of modern aerobatics, Hoover was described by Jimmy Doolittle as, “...the greatest stick-andrudder man who ever lived.” In the Centennial of Flight edition of the Air & Space Smithsonian, he was named the third greatest aviator in history. During his lifetime, Hoover met many of the biggest names in the history of aviation, including Orville Wright, Charles Lindbergh, Eddie Rickenbacker, Jimmy Doolittle, Neil Armstrong, Yuri Gagarin, and more. In 2007, Bob was inducted next to all of those aviation and space luminaries into the International Air & Space Hall of Fame at the San Diego Air & Space Museum. He is also a member of the National Aviation Hall of Fame and a member of the Society of Experimental Test Pilots. For his service during World War II, he was awarded the Distinguished Flying Cross, the Soldier’s Medal of Valor and the French Croix to Guerre. Collen, Bob’s wife of 68 years, passed away earlier this year. For more information about, and photos of Bob, visit sandiegoairandspace.org/press/release/san-diego-air-spacemuseum-mourns-the-loss-of-bob-hoover For more about the International Air & Space Hall of Fame, visit http://old.sandiegoairandspace.org/exhibi ts/online_hall_of_fame/app.html.
Banyan Air Service at Fort Lauderdale Executive Airport will host a free Seaplane Splash-In on Nov. 19, 2016 from 9 a.m. to 4 p.m. The Splash-In will include two workshops: Seaplanes 101 and The Seaplane – The Ultimate Outdoor Adventure Vehicle. Guest speakers will include: Steve McCaughey – Executive Director of the Seaplane Pilots’ Association, Matt Sigfrinius – Vice President of Sales at Aerocet, and Rob Ceravolo – Chief Executive Officer of Tropic Ocean
Airways. Amphibious seaplanes are welcome to the event and the main showcase aircraft will be the Quest KODIAK on Aerocet floats, fresh from the factory. Licensed pilots who attend the event can enter to win a free seaplane rating. All event participants will be offered a discount for the day at Banyan Pilot Shop. Lunch will be served. Please RSVP for this event by emailing gconley@banyanair.com. For more information, visit Banyanair.com.
SEAPLANE SPLASH-IN AT BANYAN (FXE)
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November 2016
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FREEZING RAIN
Homebuilder’s Workshop
O
ur story starts south of Calgary, Alberta, a few hundred miles north of tropical Montana. Out in the middle of the prairie, 50 yards from the road, is a circle of seven or so Avro Anson hulks, all pointed towards the center. The Anson started life as an airliner, then was tried as a maritime patrol aircraft, then as a trainer. There were various variants, with the Canadian versions using Jacobs engines. Only one Anson in the field had both engines––they turned, interestingly enough––another had pieces of one engine. Only one Anson had an intact steel fuselage all the way back to the tail. There were a few cowlings, most of the Ansons being just welded center sections, but several had enough fuselage to show where the turret sat atop the fuselage. Most had wood spars stopping at the engines. One had spar caps that went nearly to where the tips should be, but those spar caps, like the propellers, were weathered to the consistency of driftwood. Some props were fixed pitch, and some had a metal hub. The Ansons are on a graveled area, but there were grass shadows where the wings, horizontal tail, and aft fuselage would have been. Apparently, the decaying wood fertilized the ground so that grass could now grow, 70 years after the end of the war. Nobody knows what the Ansons are doing in the field, but if somebody wanted to restore one, I think they could spend 10 times as much on the restoration as the final product would be worth.
AND
The Ansons were not the reason for this trip, of course. I went to spend time and hang out with an old and very dear friend. We watched two movies and a video on the persecution of Mennonites in Russia in the 1920s (his parents were among those who escaped to Canada). I read three books, and we watched two Canadian Football League games, one NFL, and one college game. The CFL games are much, much more fun to watch, by the way. The timing of this trip was for me to give a talk to their EAA chapter, second time I’d been privileged to do so, and this was on new directions for aviation safety, based on extensive research I did for the EAA loss of control contest. A central theme was that historically aviation safety first concentrated on technologies, making planes safe; then came education, including checklists and type ratings; and the third phase should be motivational, presenting safety as a positive, with safety present in every magazine article and in homebuilt judging. There was an abundance of research material to share.
25
HURRICANES
Aviation Maintenance Engineer, what we call an airframe and powerplant mechanic.
•••••
There is a movement afoot to have a Canadian flavor of EAA, and there are several compelling reasons for this. One is that there are differences between customs and terminology in the two countries, such as AME – in the US, that’s an Aviation Medical Examiner, and in Canada, that’s an
Time came to fly back, and a nice happenstance is that in Calgary, you go through U.S. customs and immigration before you get on the plane. The American Airlines website said to get to the airport three hours before an international flight, and I was there even earlier because of freezing rain the night before (it can snow any month of the year in Calgary) and snow flurries and slushy roads. That early arrival was questionable, however, as U.S. Customs won’t let you through until two hours before flight time. They let me sneak through, however. Surprisingly, I had to print out paper boarding passes rather than use cell phone boarding passes like I had on the way up. Meanwhile, back in Savannah, they decided to hold a hurricane while I was gone. (I’d left for Calgary four days before the hurricane hit, before the hurricane’s path and strength were well forecast.) I got back at midnight and stayed with a friend rather than explore a tree-clogged, spottily powered neighborhood. So here’s what I learned about hurricanes and hurricane preparation, some of this peculiar to flying out as some insurance policies prefer: • There’s lots of imperishable stuff you can stock up on, like bottled water. Keep a few spare cases – they’re cheap – and drink from the oldest bottles first; • Have a travel kit packed, or most-
shop was accurate and complete. The basic concept is to offer a comprehensive, highly structured initial visual inspection of the airplane. The Service Clinic program is, in effect, a “second opinion” service conducted by recognized Beechcraft and Continental Motors experts. Service Clinics are scheduled from Thursday to Sunday in 1 hour, 30 minute increments. “The American Bonanza Society and Continental Motors have partnered together for a long time to offer this service. We offer our assistance to the American Bonanza Society by providing our Continental engine and installation experts. Our experts complement the ABS airframe and system experts. By combining this
expertise, ABS and Continental provide a unique service for Beechcraft owners that are members of ABS. For an owner, having his plane inspected by this team of expert inspectors is probably the best way to obtain peace of mind and to detect a possible problem early. Continental Motors Services is delighted to host this event in Fairhope, at our world headquarters location,” said Bill Stromberg, Vice President Maintenance, Repair, and Overhaul (MRO) Operations, Continental Motors Group. “It will allow owners to have their aircraft inspected while having a better vision of the various services we offer. Not to mention the legendary southern hospitality that Fairhope is known for!” he added. Continental Motors Services, a divi-
•••••
ly packed, all the time. You’ll have to add prescription Ed drugs and such, and Wischmeyer things like stick deodorant slowly evaporate, but you can get most packing done in advance. Also, keep spare cell phone and other chargers in a to-go kit; • If you don’t have a safe place to store valuable papers, have them already packed in something easy to carry. And make sure that your computer is safely backed up; • Try not to evacuate by car – humongous traffic jams, etc. You should be able to fly out VFR before the storm hits. But if your hangar has bifold doors, make sure you get out before the power goes out, and make sure that you get far enough away that the storm does not cause problems at your refuge. For example, mountainous areas can flood from rain at the edge of the storm; • It is best to have local contacts to keep you informed about power outages, road closures, curfews, drinkable water, etc. The web will give some information but not necessarily as specific as you’d like; • Check your aircraft insurance policy. It’s common for there to be higher deductibles if you don’t remove your aircraft from the storm path; • As much as possible, do laundry before you leave – one less thing to do when you get back; • Be prepared to be bored while you’re away. Bring books, games, etc.
CONTINENTAL MOTORS SERVICES TO HOST AN ABS BEECHCRAFT CLINIC IN FAIRHOPE, AL.
Continental Motors Services (CMS), announced this month that the American Bonanza Society (ABS) and CMS would jointly organize a Beechcraft Clinic on Nov. 3 to Nov. 6, 2016. The event will be held at the Continental Motors Services facility, KCQF, HL Sonny Callahan airport in Fairhope, AL. The Bonanza/Debonair/Baron/TravelAir Service Clinic Program was established in 1977. It was created to provide members of ABS an opportunity to have their airplanes inspected by the foremost experts in the aviation community. The objective is to detect any service problems that may be left over after a periodic inspection in a service shop, or to validate that the inspection report the airplane received from the
sion of Continental Motors Group, is a full service MRO operation. It offers all maintenance services for Beechcraft, Cessna, Cirrus, Diamond, Mooney, and many other airframes, but also repair, overhaul, and inspection services for the major piston general aviation and PT6 engines. CMS also offers complete avionics and interior upgrades. After acquiring the company in Nov. 1999, CMS has continued the tradition and reputation for excellence established by Mattituck Aviation Corporation for overhauls and repairs of piston engines. ABS members are required to reserve an inspection slot. To access the full schedule, please follow this link: https://www.bonanza.org/service-clinics
26
AOPA STATEMENT ON BOB HOOVER’S PASSING
In Flight USA Celebrating 32 Years
Their Stories, Our History.
The American Aviation Historical Society reaches out to you, to help us preserve rare aviation photos and film:
November 2016
• Personal photos, WWI battle scenes • Newsreels of 1910-1930 • Early Naval aviation seaplane photos • 1909-1930 lantern slides • Unidentified airline photos, and many many more.
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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.
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(Living Legends of Aviation)
The Aircraft Owners and Pilots Association (AOPA) issued the following statement to honor the life and legacy of Bob Hoover. “Bob Hoover brought great richness to the aviation experience, and he leaves behind a legacy of heroic caring and sharing with the general aviation community. He will be deeply missed. The first time I met Bob I was seated next to him at an aviation event, my eight-year-old son by my side. Bob both spoke and listened to his aviation dreams. He offered encouragement and some great stories. And though my son is long since grown, neither he nor I have ever forgotten that an aviation legend gave a child who dreamed of flying his full attention and encouraged him to dream even bigger. Bob Hoover was so much more than a great pilot. He was a great man and a model for what our
community can and should be. We are honored to be able to perpetuate his legacy through the Bob Hoover Trophy.” AOPA President Mark Baker The Bob Hoover Trophy was first presented by AOPA and other aviation industry groups and leaders to Hoover at the National Air and Space Museum’s Steven F. Udvar-Hazy Center in April and will be awarded annually by AOPA to “a living aviator who exhibits the airmanship, leadership, and passion for aviation and life demonstrated by R. A. ‘Bob’ Hoover during his distinguished career as a pilot and aviation advocate while also serving as a source of inspiration and encouragement for current and prospective aviators.” For more information, visit www.aopa.org.
The General Aviation Manufacturers Association (GAMA) mourns the death of Robert A. “Bob” Hoover, who inspired millions of aviation enthusiasts with his spectacular acrobatic flying in more airshows than anyone in history. Dubbed the “greatest stick-and-rudder man who ever lived” by Jimmy Doolittle, and beloved for his straw hat and gentlemanly demeanor, Hoover was 94. A World War II hero, Hoover served as an Army Air Corps pilot when, on his 59th mission, he was shot down over Germany and taken prisoner. Following 16 months in a German POW camp, he escaped, stole a German Focke-Wulf
190, and flew it to freedom in the Netherlands. After his military career, Hoover served as a corporate test pilot for Allison Engine and then for North American Aviation, where he first became involved as an airshow performer. Over nearly four decades, Hoover became a legend as he used his remarkable piloting skills to entertain and inspire millions of fans. Air & Space magazine named him the thirdgreatest aviator of all time. Hoover received numerous accolades for his flying career, including in 2014 the Wright Brothers Memorial Continued on Page 28
GAMA MOURNS AVIATION LEGEND ROBERT A. “BOB” HOOVER
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APPLICATIONS OPEN
Applications for the 2017 EAA Founder’s Innovation Prize are now open. EAA members are encouraged to submit an application and prepare to wow an all-star panel of judges with their best solution to reduce loss of control accidents. Loss of control in-flight is the leading cause of fatal accidents in general aviation, particularly in amateur-built aircraft. The contest seeks ways to solve this problem. The solution could be technical
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In Flight USA Celebrating 32 Years
in nature or otherwise. If you are not an EAA member, all you need to do is join. You may enter as an individual or as a team. Submissions will be accepted through June 15, 2017. Five finalists will be chosen to pitch their ideas in front of five expert judges. To apply: 1) Familiarize yourself with the EAA Founder’s Innovation Prize rules,
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posted on EAA.org/Prize 2) Fill out the application on the last page of the Founder’s Innovation Prize rules 3) Complete a detailed package that describes your solution 4) Email application and package to foundersinnovationprize@eaa.org or mail it to Experimental Aircraft Association, Inc., 3000 Poberezny Road, Oshkosh, WI 54902
All entries must be in compliance with official rules. The winner will receive $25,000, with $10,000 going to second place, and $5,000 going to third place. The 2016 Founder’s Innovation
Prize was awarded to Ihab Awad of San Jose, Calif., who developed a novel concept to present an intuitive display of air data to increase the pilot’s situational awareness. While we saw great ideas in 2016, EAA isn’t stopping there. We want to see more solutions for loss of control in-flight from you, our members. The experimental aircraft community is the best place to foster the type of innovation EAA is looking for with the Founder’s Innovation Prize. EAA is excited to see the best and brightest of our members come forth with their solutions to loss of control. For more information, visit www.eaa.org.
EAA STATEMENT ON BOB HOOVER’S PASSING
The following statement is from Experimental Aircraft Association CEO/Chairman Jack Pelton regarding this the death of aviation legend Bob Hoover: “We lost a true, one-of-a-kind aviation hero. We all knew of Bob’s incredible aviation career and witnessed his unmatched flying skills. It was Bob
Hoover as a person that also made him legendary. He was a true gentleman and was unfailingly gracious and generous, as well as a true friend of EAA through the years. We can only hope to use his lifelong example as a pilot and a person as a standard for all of us to achieve.” For more information, visit www.eaa.org.
Robert A. “Bob” Hoover Continued from Page 26 Trophy, which is awarded annually to a living American for “significant public service of enduring value to aviation in the United States.” In addition, Hoover was inducted into the National Aviation Hall of Fame in 1988 and became the inaugural member of the Air Show Hall of Fame in 1995. A bronze life-size statue of Hoover was installed earlier this year at the National Air and Space Museum’s Steven F. Udvar-Hazy Center in Chantilly, Va., and a trophy to be awarded annually to the living aviator who exhibits Hoover’s airmanship, leadership, and passion for aviation was inaugurated. “The death of Bob Hoover is a tremendous loss to the entire aviation community,” GAMA President and CEO Pete Bunce said. “Bob was a great friend and mentor to countless aviators in the military, manufacturing, test pilot, and
airshow segments of our profession. No one else in history has had his ‘hands’ and knowledge of how to maximize the performance of an aircraft in all corners of the envelope. Bob inspired multiple generations to reach for the sky and the stars, and those of us who had the privilege of knowing him will never forget what a kind gentleman Bob was to all. “Even as Bob’s health declined in recent years, he rallied to attend every aviation event he could and spent numerous hours sharing his experiences and his aviation prowess with aspiring pilots, passing along his love and passion for aviation to future generations. As the United States prepares to remember the 75th anniversary of Pearl Harbor in December, Bob will particularly be in our hearts and thoughts as the embodiment of our nation’s ‘greatest generation.” For more information, visit www.gama.aero.
November 2016
www.inflightusa.com
29
Flying With Faber
THANKSGIVING WITH FABER
I
t’s almost Thanksgiving again? Seems as if it was only a few months ago that we celebrated my favorite holiday. 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. Notwithstanding my age, I regard myself as a person who keeps pace with the changing world. I love computer technology. I marvel at the developments in avionics. Driverless automobiles – I’m ready for them. I do, however, harbor some apprehension over the concept of pilotless passenger aircraft. That being said, when it comes to Thanksgiving, I’m a traditionalist. Turkey with goat cheese or pesto sauce? No thanks. I love the fragrance and taste of an old-fashion turkey roasting in the oven. I make my own cornbread and form it into a traditional stuffing with that familiar smell of sage. 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 written that 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 gor-
(Stuart J. Faber)
geous 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. 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 1 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)
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 & 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
Stuart J. Faber and Aunt Bea 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 of an exquisite au jus.
Baked Glazed Ham
1 whole or half spiral cut cooked ham. I avoid Farmer John – very fatty. Spend a few extra bucks for the premium model – it’s worth every penny. Glaze #1 1 cup Dijon Mustard 1 cup brown sugar ½ t. ground cloves Glaze #2 1 ½ cups brown sugar 3 t. orange juice ½ t. ground cloves Glaze #3: Pineapple Glaze 1 cup brown sugar Continued on Page 30
30
In Flight USA Celebrating 32 Years
Flying With Faber
Continued from Page 29 1 tablespoon corn starch ¼ teaspoon salt 1 8-oz can crushed pineapple 2 tablespoons lemon juice 1 tablespoon mustard
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
November 2016
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.
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(Stuart J. Faber)
Best Pumpkin Spice Bread
This is one of the easiest and quickest breads. It adds to the beauty of the table and the flavor and texture are incredible. 1 stick butter 1 1/4 cups sugar 2 eggs 1 2/3 cups flour 1/4 teaspoon baking powder 1 teaspoon baking soda 1 teaspoon cinnamon 1 3/4 teaspoon ginger 1/2 teaspoon nutmeg 1/2 teaspoon ground cloves 1/2 teaspoon salt 1 cup canned pumpkin 1/2 cup water 1/2 cup finely chopped pecans or walnuts Preheat oven to 350 degrees. Butter and flour a 9” loaf pan. Sift together flour, baking powder, baking soda, cinnamon, ginger, nutmeg, cloves, and salt. Set aside. In a stand mixer, combine butter and sugar. Beat until light and fluffy. Beat in the eggs, one at a time. In three stages, beginning with the dry ingredients, add them alternatively with the water. Mix after each addition and scrape down the sides of the bowl. Beat in the pumpkin. Stir in the nuts if using. Pour into the loaf pan and level top with an offset spatula. Bake for 1 hour. Cool in pan for 15 minutes. Remove bread and place on a wire rack. Cool completely.
Orange Ginger Cranberry
This cranberry dish takes 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 Continued on Page 31
SPEED, RANGE, AND AGILE HANDLING: A WINNING COMBINATION FOR THE LATEST DAHER TBM 930 OWNER – U.S. BUSINESSMAN AND WARBIRD ENTHUSIAST ANDREW MCKENNA
November 2016
www.inflightusa.com
Daher recently announced the delivery of a new TBM 930 very fast turboprop aircraft to McKenna & Associates, LLC, whose founder, President, and CEO, Andrew McKenna, is an aviator and eminent warbird pilot who frequently participates in memorial flight presentations, airshows, and ceremonial events. McKenna was aboard the TBM 930 on its ferry flight from Daher’s final assembly facility in southwest France at Tarbes to the United States. The TBM 930 acquired by McKenna was sold through Columbia Aircraft Sales, one of the leading Daher Authorized TBM Distributors. In addition to offering sales and services for aircraft and avionics, Columbia Aircraft Sales also provides its expertise in insurance and financing, market research and analysis, and lifetime product support for
the northeastern American region – covering an area from Virginia to eastern Canada. McKenna will use the aircraft during business travels for McKenna & Associates – a strategic consulting firm that provides management services and fundraising for Fortune 500 companies, banking interests, national nonprofits, and high-net-worth individuals. Before starting his company, McKenna served at the U.S. Department of Agriculture and in the White House Liaison’s Office. “We are pleased to welcome such a passionate aviator as Andrew McKenna into the Daher TBM family,” stated Nicolas Chabbert, Senior Vice President of the Daher Airplane Business Unit. “His enthusiasm about our very fast aircraft is a fantastic endorsement for the TBM program, and he certainly will be
an inspiration for many pilots.” McKenna said the TBM 930 will give him new flexibility and mobility while traveling to visit customers and business partners. “I was convinced about this aircraft after taking a trip with a TBM 900 owner, who showed me I could fly at jet-like speeds over long distances, while retaining excellent handling qualities right down to the airport traffic pattern, especially with the aircraft’s great deceleration characteristics,” McKenna explained. “For me, the TBM 930 is more than a business tool; I call it my ‘business weapon.’” McKenna specified a custom paint scheme that reflects his passion for vintage military aircraft. Included on both of the TBM 930’s winglets are silhouettes of the World War II-era P-51 Mustang
fighter and T-6 Texan trainer that he also owns. He described the TBM 930 as the best all-around aircraft value, with beautiful, clean lines. “The TBM is unique and special, as it has the look and pilot’s feel of a P -51, but is highly efficient and very economical,” McKenna added. “Airlines continue to lack the timing and routing required to run our business effectively, and we simply cannot spend days of wasted travel and lost time to see partners and clients,” he concluded. “The TBM 930 is an economical ‘game changer.’ It allows us to go directly to the destination and back, being as productive as possible.” For more information, visit www.daher.com
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
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.
Yield: 8 servings. Double the recipe for 16 servings. Will fill 1 16lb turkey and 1- 13x9 pan.
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
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
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.
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.
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.
Flying With Faber
(Stuart J. Faber)
Continued from Page 30 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
31
Sweet Potato Casserole
Once again, please avoid canned sweet potatoes.
Parmesan Mashed Potatoes
5 pounds Yukon Gold or Russet Potatoes 1 stick butter, diced Continued on Page 32
32
In Flight USA Celebrating 32 Years
November 2016
Flying into Writing By Eric McCarthy
A
recent photo assignment took me north to Oro Loma and the Panoche Valley, near the Panoche VOR (PXN). Mission accomplished, I selected Paso Robles (KPRB) to refuel, as it was, generally, on the way home and had favorable fuel prices compared to other fields in the area. Carefully avoiding the Roberts MOA and Restricted areas R2505A & B at Camp Roberts, we descended out of the rugged mountains into the gently rolling, suede-colored hills and vineyards of Paso Robles. I’ve flown this route a couple of times now, each time visibility was hampered by smoky haze from nearby wildfires. Paso Robles is home to the CalFire/Paso Robles Air attack Base, and they were busy when we were there. CalFire bases two OV-10A “Bronco” Air Tactical Aircraft, essentially forward air controllers that direct airtanker and helicopter activities at a firefighting site, and two Grumman S-2T airtankers capable of dropping 1,200 gallons of fire retardant, there. We also saw a Sikorsky S-64 “Skycrane” and a couple of other Bell helicopters festooned in CalFire colors, ready to launch at a moment’s notice. Slowed to approach speed on a threemile final to runway 19, we heard one of the S-2s announce downwind for 19; unable to see him in the haze and in deference to his firefighting role, we offered to execute a 360 to allow him to land ahead of us. Back on final, we watched as he exited the runway at Charlie and taxied back to the CalFire base. Our landing followed, and I allowed the plane to roll out with no braking to clear the runway at Delta, the taxiway that leads to the selfserve fuel pumps. Fueled up with avgas, it was our turn. We taxied over to the main terminal building and enjoyed lunch at the recently opened Joe’s One-Niner Diner. I’ve had less-than-great food at many airport restaurants over the years, and put up with it because, well, they’ve got airplanes! But the One-Niner Diner exceeded expectations with a great selection and delicious food! The restaurant overlooks
PASO ROBLES
the main terminal ramp and runway 01/19 and offers an outside seating area as well. We were there for lunch, but I understand it’s also a popular place among the locals for breakfast. I had the Texas Burger, a delicious cheeseburger served on Texas toast, with fries. I know – how can you screw up a hamburger? Believe me, it can be done! But not at the One-Niner Diner – it really was very good. And the waitresses were very friendly and patient, despite our arrival near closing time. Good food, reasonable prices, and friendly wait staff are all good reasons to give this airport eatery a try if you’re in the area. It’s rated five stars on Yelp, and I agree! I know I’ll be back! They’re open daily 6 a.m.-2 p.m. (Sundays 7 a.m.-2 p.m.) Joe’s One-Niner Diner, 4900 Wing Way, Paso Robles, CA 93446, 805/2383447.
CAP ELT Find
I recently participated in an ELT “find” with Civil Air Patrol – my first! CAP conducts almost 90 percent of all U.S. overland search and rescue missions under the direction of the U.S. Air Force Rescue Coordination Center located at Tyndall Air Force Base in Florida. Search requests can be generated in a number of different ways, ranging from lost or missing hikers, to overdue aircraft, PLBs (Personal Location Beacons), and EPIRBs (Emergency Position Indicating Radio Beacons) and other ways as well. In this case, an ELT (Emergency Locator Transmitter) signal, transmitting on 121.5 MHz, was reported by aircraft passing overhead in the Inland Empire. As most of you I’m sure know, ELTs are used in aircraft and are set off if the aircraft abruptly breaks a preset G-force threshold – in other words, they’re designed to be set off if you crash. It’s a good practice to monitor 121.5 MHz on your second radio, and airlines routinely do this. As a result, they’re often the first to report an ELT signal. The area where
this particular ELT was heard was along the approach corridor to John Wayne Airport (KSNA). While many reports of ELT signals prove to be false alarms, they all need to be investigated and ultimately, turned off, to ensure rescue efforts are set in motion if needed. When the alert went out, our squadron assembled a crew consisting of a Mission Pilot, a Mission Observer, and a Mission Scanner. Our team must have been the first in the area to respond, as we were tasked with the initial search by the Incident Commander. We departed our home base of Fallbrook Air Park (L18) and headed north toward Riverside, where the signal had been reported. Civil Air Patrol aircraft are equipped with direction finding (DF) receivers that enable us to “home in” on ELT signals, and it was my job, as Mission Observer, to operate that equipment and direct the Mission Pilot toward the signal. It can get pretty busy when you’re prosecuting a beacon in congested airspace, so crew resource management and teamwork are critical. In addition to working the DF gear, I also maintained communications with the Incident Command Base, while the Mission Pilot communicated with ATC. The Mission Scanner’s primary duty is, as the title implies, to visually scan the ground from his position behind the pilot. Our missions really begin when the wheels leave the ground – there’s a lot of open recreation space throughout Southern California. En route to our target area, we could encounter someone having a bad day on the mountainsides, in the ravines, or out in the open deserts, anywhere really. A hiker or mountain biker could be lost or injured and attempting to signal us, or any of a thousand other distress situations, so it’s important that we remain alert – hence the Civil Air Patrol motto: semper vigilans – always vigilant. As we flew along the eastern slopes of Santiago Peak at 4,500’, we began to pick up an ELT signal. At first we thought the signal may have been coming from Corona Airport (KAJO) – many false alarms result
from hard landings or other “bumps” an aircraft may suffer, and airports are where the most aircraft are, after all… But, alas, the signal led us further north. Ok, maybe it’s coming from Chino (KCNO) – they’ve got even more airplanes. SoCal Approach handed us off to Chino Tower to coordinate our needs with theirs, and soon we were granted permission to overfly the field. But as we did so, it became clear that we had passed our target. Back to the south we went. Now we’re getting somewhere! The signal was coming in clearer and stronger, and by descending to about 1,000’AGL and making a few passes, we were able to localize the signal to a neighborhood in Norco. Working with the Mission Scanner who had street maps up on his GPS-enabled tablet, we were able to determine crossroads that would get the CAP ground team close to where we thought the signal was emanating. The ground team would then use car-mounted and handheld DF equipment to locate the signal and, with the owner’s help, silence it. We relayed the information to the IC and the ground team leader; unfortunately, the ground team was some distance away and would take the better part of an hour to get to the location. The IC, not wanting to lose our aerial search capability while the ground team made its way to the location we had identified, directed us north to continue our search, in case this signal was not the ELT that had been reported. Once the ground team was in the vicinity, we would return to be available to assist with locating the ELT. We flew a large circuit through the LA Basin, monitoring the radios for any further ELT transmissions but heard none. As we took up a heading to return to the Norco location, we were directed to RTB (return to base) via the coastline. Base informed us that the ground team had arrived, located, and silenced the ELT while we orbited the area. The location we had provided was within a block of where the errant device was found in someone’s garage. The training and technology works! Until next time – fly safe!
Have an event coming up? Submit it for publication in the In Flight USA Events Calendar online at inflightusa.com
November 2016
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33
Flying With Faber
(Stuart J. Faber)
Continued from Page 31
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.
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
¼ teaspoon cinnamon Pinch nutmeg 1/8 teaspoon salt Preheat oven to 375 degrees. Combine all dry ingredients. Add melted butter and mix well. Remove and reserve ¼ cup of crumb mixture. Press remaining mixture firmly into a 9-inch 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. Filling: 1 cup canned pumpkin (not pumpkin pie mixture) ½ cup brown sugar ½ teaspoon cinnamon ¼ teaspoon salt ¼ 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 – your phone will start to ring off the hook early next October.
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SERVICE ORGANIZATIONS ORGANIZING HURRICANE RELIEF FLIGHTS In Flight USA Celebrating 32 Years
Remote Area Medical Seeks Experienced Pilot
Volunteer general aviation pilots wasted no time responding to the latest natural disaster as Hurricane Matthew slammed the Caribbean and closed in on the coastal southeastern states, forcing evacuations and threatening flooding from Florida to the Carolinas. As the hurricane made landfall in Haiti as a Category 4 storm the morning of Oct. 4, Remote Area Medical, a nonprofit that serves people with little or no access to basic medical care by bringing services where they are needed, appealed for experienced volunteer pilots to help it deploy its lifesaving resources in the area. The international service organization, Bahamas Habitat, planned a fly-in assessment of conditions in the hard-hit
islands to be followed next week by delivery of water, food, tools, and other supplies that donors can acquire and ship to its mission partner, Agape Flights, a nonprofit aviation ministry in Venice, Fla. Bahamas Habitat also appealed for donations to move the relief effort forward. In Greenville, S.C., the Civil Air Patrol Composite squadron based at Greenville Downtown Airport got ready to join other units in preparing for the hurricane’s predicted landfall later in the week. “A key role for Civil Air Patrol during this hurricane response will be flying surveillance patrols to monitor traffic flow along vital evacuation routes from the coast. Greenville aircrews have already been instructed to stand by for
mission tasking as early as Wednesday, Oct. 5,” it said in a news release. During flooding in 2015 in the state, the Greenville squadron sent aircrews on damage assessment sorties on behalf of the Federal Emergency Management Agency, and sent mission support staff to the South Carolina Wing's Incident Command center in West Columbia, it said. An official of Remote Area Medical said the organization needs pilots who are current and qualified in the Beechcraft King Air 200 and or the Cessna 208 Caravan for volunteer deployment to Haiti. Eligible pilots will have been to an approved school for those aircraft in the past 12 months. “This is a volunteer assignment
By Senior Airman Solomon Cook,
looks too big to climb, just like big life problems we each face from time to time.” Although the U.S. Forest Service estimates only a 10 to 20 percent success rate for this summit, six of the 10 in Werner’s team made it to the top. “Risk management was definitely a large part of our success, as there are many very dangerous areas during the climb,” he said. “We assessed the risks as a team, and as four of our team members realized their experience level did not match the mountain requirements, they made sound decisions to… safely head back down the mountain. Part of this challenge is to push yourself past your comfort level, and even those who made the decision to turn around definitely pushed themselves past that level and still gained valuable experience to push a little further next time.” The team had some close calls with falling rocks and picking the correct route on the final push to the summit, but they all returned safely to the trailhead with no injuries, Werner said. Trekking up mountains can be tough, but Werner is drawn to the sport specifically because of the physical challenge it presents. “Between the elevation gained, the limited amount of oxygen, and the risks involved, mountains provide me with what I use to cope with the other challenges in my life,” Werner said. “When you challenge yourself with a difficulty you enjoy, sometimes that makes other
difficulties less challenging. From 20112014, I went outside the wire many times in Afghanistan and have since struggled with how that affected me. When I conquer the challenge of a tough summit, my faith tells me I was brought there for a reason to enjoy that summit that was given to me in that moment.” When at the summit of a mountain, Werner said he feels there are more important things in life than dwelling on difficulties. Werner stated that reaching the summit of a big mountain gives him a lot of satisfaction when he looks down and sees what he went through to get to the mountaintop. Climbing a mountain like that is a brutal workout, but when he reaches the top, he does not feel tired or sore, just exhilaration and appreciation. This climb was not the first time Werner has taken on a mountain. He has also climbed other mountains such as Kilimanjaro and Aconcagua. “My first big mountain was Mount Kilimanjaro, and I climbed it while on leave from Afghanistan,” Werner said. “Having never climbed a mountain higher than 15,000 feet before, I didn’t know how tough it would be, so I dedicated lots of time to conditioning. My remote camp in Afghanistan didn’t have any roads or trails to run on since our camp was only 200 meters by 200 meters. I did all of my training on a treadmill, mostly running, doing interval training, and once each week setting it a max incline of 15 percent and walking with a backpack. I also
November 2016
departing Knoxville, Tenn. without compensation, but hotel and meals are provided,” Remote Area Medical said. Pilots who would be available are asked to email the organization. Remote Area Medical also has a long-term need for an experienced pilot who is current in the Beechcraft King Air 200, the Cessna 208 Caravan, and holds CFI, CFII, MEI certificates. A pilot who is A&P/IA qualified is preferred. The pilot would relocate to Knoxville. Other aircraft include the Douglas DC-3, Beech Model 18, Cessna 206, and Piper PA-23 Aztec. A current U.S. passport is required. Please reply by email to ram@ramusa.org if interested.
CHIEF EXERCISES RESILIENCE THROUGH MOUNTAIN CLIMBING
325th Fighter Wing Public Affairs (This feature is part of the “Through Airmen’s Eyes” series. These stories focus on individual Airmen, highlighting their Air Force story).
T
he four pillars of comprehensive airmen fitness are mental, physical, social, and spiritual. How Airmen choose to strengthen them is of their own desire, but one sergeant thinks a way to reinforce all of these concepts is found at the top of each American states’ highest point. Most recently, Chief Master Sgt. Dean Werner, the emergency management program manager for the Air Force Civil Engineer Center, led a hike Aug. 46, adding to his list of mountains climbed. “I led a group of 10 Airmen to the summit of Granite Peak, Mont., which is considered the most difficult of the 50 state highpoints to conquer, except for Mount Denali, Alaska,” Werner said. The climb consisted of 28 miles in three days, gaining more than 7,000 feet of elevation. “The purpose of the challenge is to boost the mental, physical, social, and spiritual health of our service members through climbs of each American state’s highest geographical point,” Werner said. “Hikes and climbs offer a chance to interact with other Airmen, expand one’s comfort zone, and tackle a peak that often
Airmen reach the summit of Granite Peak in Montana after a three-day climb of more than 7,000 feet Aug. 30, 2016. (US Air Force Photo)
did a lot of weight lifting and pushups to prepare as I set a goal of doing 1,000 pushups during the five-day climb.” Although back from his last adventure, Werner looks forward to his next climb. Werner also encourages Airmen to try this activity if they are looking for a challenge. “Mountains, and especially team climbs with fellow Airmen, give team members a great chance for camaraderie and confidence building,” Werner said. “I would like to see Airmen take advantage of this activity as the healing powers of the outdoors and especially mountains are very beneficial. After a climb, Airmen will understand that their climb gave them something that other avenues of assistance for life difficulties could not have. Even if an Airman without those difficulties climbed with this program, they will realize that their adventure gave them a level of personal growth and confidence few other means could.”
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November 2016 www.inflightusa.com 35
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PATTY WAGSTAFF SAYS PRESERVE WRIGHT BROTHERS' FACTORY In Flight USA Celebrating 32 Years
Airshow legend, Patty Wagstaff, made her mark on aviation history by breaking gender barriers in aerobatic contests. Now, Wagstaff has added her voice to those urging the restoration of America’s first airplane factory–the Wright Company factory in Dayton. “I’m completely honored to be standing here,” Wagstaff said in a new video filmed inside the historic but unrestored factory. “I want to know what it was really like, and I think the only way you can do that is to make this place as real as it was, and bring it back to its original space.” The National Aviation Heritage Alliance (NAHA) announced the video on Tuesday, Oct. 11, as part of its continuing campaign to save the historic buildings for use as a national park. Wagstaff toured the factory in June when she was in town to fly in the annual Vectren Dayton Air Show Presented by Kroger. The video is available on NAHA’s YouTube channel.
Wagstaff’s video message follows one by David McCullough, author of the best-selling book, The Wright Brothers, in which he declares the factory “important to the world” after touring it in April. Wilbur and Orville Wright formed the Wright Company in 1909 and built the first of two factory buildings near their West Dayton bicycle shop in 1910. They added a matching building in 1911. The factory was the first in America built for the purpose of manufacturing airplanes. Besides the Wright brothers themselves, famous visitors to the factory have included such pioneer aviators as Henry H. “Hap” Arnold, later to become the first general of the Air Force, and Calbraith Perry “Cal” Rodgers, who made the first U.S. coast-to-coast flight in a Wright airplane dubbed the Vin Fiz. And now, Wagstaff has visited the famous factory too. First woman to win the U.S. National Aerobatic Championship in
1991, Wagstaff has garnered many aerobatic, airshow, and other awards in her flying career. The airplane she flew to win her first national is in the Smithsonian National Air and Space Museum. In 2004, she joined the company of Arnold, Rodgers and the Wright brothers as an enshrinee of the National Aviation Hall of Fame. Restored to its original state, the Wright factory could spark new interest in aviation, Wagstaff said in the video. “Of course these buildings are worth saving. I really feel that aviation is under appreciated, and anything that we can do to highlight it, and (show) how important it is, and get people to understand it, and think about it, and appreciate it, is really, really important.” NAHA is negotiating to buy the factory, several attached buildings, and surrounding acreage from the current property owner. The property is the site of the former Delphi Home Avenue Plant, a 54acre auto manufacturing complex that
The Grand Opening of new exhibition space at the American Helicopter Museum and Education Center’s (AHMEC) headlined the West Chester nonprofit’s upcoming 20th Anniversary Celebration. Pioneer Hall premiered on Thursday, Oct. 27, during a special evening event that introduced two exciting exhibits housed in the space.
unveiled, including two new class/ meeting rooms, fun Kids Helipad, and thrilling Cobra Simulator. The versatile new state-of-the-art, 1,250-square-foot theatre was showcased with its flexible seating, drop-down multimedia screen, and computer capability with free WIFI access. The American Helicopter Museum and Education Center, 1220 American Boulevard, located in the land of industry innovators in the Philadelphia region, is the nation’s premier aviation museum devoted exclusively to helicopters. Established in 1996, the West Chester nonprofit collects, restores, and displays rotary-wing aircraft, including more than 35 civilian and military helicopters, autogiros, and convertiplanes.
(AHMEC Archives)
“Pioneers of Helicopter Innovation” is a hexagonal paneled display that offers a brief introduction and information about five men instrumental in the creation and evolution of rotary wing aviation. Each panel respectively describes the contributions of Arthur Young, Harold Pitcairn, Frank Piasecki, Stanley Hiller, and Igor Sikorsky with text, images, and interactive media. The AeroVelo Atlas is AHMEC’s latest acquisition: one of four rotors, hubs, and trusses from the record-breaking humanpowered helicopter that won the prestigious $250,000 American Helicopter Society Sikorsky Human-Powered Helicopter Prize in 2013. The Atlas, designed and built by Canada’s University of Toronto AeroVelo team, is part of an interactive exhibit that will incorporate a stationary bicycle to reenact the dramatic flight. Major upgrades to the museum were
Textron AirLand, LLC, a Textron Inc. company, recently announced that the Scorpion jet has successfully completed its first weapons exercise at White Sands Missile Range, while operating from Holloman Air Force Base (HAFB) in New Mexico. This exercise effectively demonstrated the Scorpion’s close air
support mission capability through the successful deployment of three widely used weapon systems. The weapons system design, integration, and flight test coordination for all three weapon types were achieved in an impressive time span of less than three months. The weapons testing program
occurred Oct. 10-14 in coordination with the Naval Sea Systems Command (NAVSEA) organization and the 586th Flight Test Squadron from HAFB. All weapon types performed flawlessly and included Hydra-70 unguided 2.75-inch rockets, BAE Systems’ Advanced Precision Kill Weapon System
November 2016
began with the original two Wright buildings. The site has been razed except for the row of buildings that includes the factory. “I want to walk in and have a feeling for the way things were… Who were these people who actually built the airplanes, and how were they the same as people today, and how were they different from people today?” Wagstaff said. NAHA has raised approximately $2 million toward a goal of $4 million in public funds and private donations to acquire the site and begin restoration. Its plan is for the factory to become the Wright Factory Unit of the Dayton Aviation Heritage National Historical Park and to guide the redevelopment of the surrounding property in ways that complement the factory. Dayton Metro Library has committed to buy approximately seven acres of the site for its new West Branch library. Watch Patty Wagstaff’s video at: https://youtu.be/hk8j0efMXLE.
AMERICAN HELICOPTER MUSEUM INAUGURATES NEW PIONEER HALL
Igor Sikorsky
Frank Piasecki
(AHMEC Archives)
SCORPION JET COMPLETES FIRST WEAPONS CAPABILITY EXERCISE
(APKWS) and AGM-114F Hellfire Missiles. The weapons were guided to their targets using first a ground-based laser designator system and then an airborne laser on the Scorpion‘s L-3 WESCAM’s MX-15Di sensor suite. “The success of the first weapons Continued on Page 37
DRONES NOT WELCOME AT AIRSHOWS, SAYS INDUSTRY TRADE ASSOCIATION November 2016
www.inflightusa.com
The proliferation of privately owned unmanned systems are causing safety concerns at airshow venues. Leave the flying to the professionals. That’s the message coming from The International Council of Air Shows (ICAS) out of concern for spectator safety and the safety of airshow pilots who will fly nearly 10,000 performances at more than 300 North American events this year. Carrying forward and supporting the Federal Aviation Administration’s (FAA) “No Drone Zone,” “Leave Your Drone at Home,” and “Know Before You Fly” initiatives, ICAS wants airshow spectators and those in an airshow venue’s surrounding area to understand that flying an unmanned aircraft in unauthorized air space is not just illegal but unnecessarily puts people at risk. “Even one close call is too many,” said John Cudahy, ICAS president and CEO. “While performing, airshow pilots require total concentration and precision. If a drone interferes with an aircraft’s flight path, that’s a distraction that could have disastrous consequences. If a drone actually collides with a plane while that plane is performing an aerobatic maneuver, the result could be catastrophic for the pilot and the viewing public.” North American airshows are highly regulated and regarded as the safest in the world. Airshow pilots go through a bat-
Scorpion Jet
Continued from Page 36 capability exercise is a major milestone for the Scorpion program as we continue to demonstrate its mission flexibility and multi-role capabilities,” said Tom Hammoor, senior vice president of Defense at Textron Aviation. “We could not be more pleased with the results of this exercise, thanks to the collaboration between our Scorpion team, the NAVSEA organization and the Holloman Air Force Base.” The first Scorpion prototype continues its robust flight test program, while the first flight of the first production conforming Scorpion is expected soon.
About Textron AirLand Scorpion
Designed and built with leadingedge technologies, Textron AirLand’s
tery of medical assessments, aerobatic competency evaluations, and certifications before being able to perform. There hasn’t been a spectator fatality in North America since 1952. Pilot reports of unmanned aircraft increased dramatically in 2015, from a total of 238 sightings in all of 2014, to more than 650 by Aug. of 2015. The FAA in recent months has sent out a clear message that operating drones around airplanes and helicopters is dangerous and illegal. Unauthorized operators may be subject to stiff fines and criminal charges, including possible jail time. “We want everyone at airshows to enjoy their experience without having to worry about or experience the repercussions of a drone-related accident,” said Cudahy. “There are plenty of outlets to see great airshow video footage and photos taken by professionals. Leave the flying and photography to the professionals and come see the airshow in person.” The FAA is leading a public outreach campaign to promote safe and responsible use of unmanned aircraft systems and offers a digital toolkit with downloadable outreach materials to federal, state, and other partners to educate unmanned aircraft operators that flying in certain areas is prohibited. For more information, visit www.airshows.aero.
Scorpion jet is a bold new direction for tactical aircraft. In two years of flight operations, the Scorpion has deployed to 10 countries, participated in military training exercises and operations, flown numerous U.S. and international military pilots, and amassed more than 750 flight hours. The Scorpion provides unparalleled acquisition and operating costs with a dispatch reliability rating exceeding 98 percent. The Scorpion is very versatile in terms of mission flexibility with its center payload bay, six hard points, high dash speeds, and extended endurance and loiter time at cruise speeds. The Scorpion is built to excel in many roles, including intelligence, surveillance and reconnaissance, close air support, armed reconnaissance, maritime and border patrol, and jet training missions.
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PINUPS & PLANE NAMES - THE BUSINESS In Flight USA Celebrating 32 Years
C
By Jerri Bergen
Reprinted courtesy EAA
reating aircraft nose art wasn’t the career field my mother had envisioned for me. As a child, I was a committed doodler, noodling fanciful figures on any surface that would take a pen, and some that wouldn’t. Upon announcing my intentions to enter the local college art program right out of high school, my mother decreed I would certainly starve with such a skillset and that I should make my money in computers instead. She was right. About the computers, I mean. I received a BS degree in Computer Information Systems, from Cal Poly Pomona, and was quickly hired by McDonnell Douglas, programming CNC machines, creating tooling for the MD-80 program. I moved into management, overseeing documentation and graphics departments, IT functions and process improvement teams. I still doodled though. Meeting notes were interspersed with fanciful christmas card designs, and caricatures of the family dogs. My flowcharts were works of art. Employees could gauge my stress levels by the amount of white space left on briefing papers. I did get a few art classes under my belt through the years, and even contem-
plated finishing a two-year degree in Visual Arts, but the birth of our autistic daughter left little time for after-hours schooling. My work duties necessitated additional management education, so I completed a Masters Degree of Business Administration. Nearly 20 years later, I left the aerospace/IT industry to work in a small aviation repair station, closer to family. When the repair station fell victim to the
OF
(Courtesy Victory Girl)
declining economy, my husband and I agreed that if there was a time for me to begin a creative career, now was the time. My husband Chris, son Paul, brother-in-law Mike, and father were all pilots, and we spent a lot of time at Cable Airport (CCB), in Upland, California. We shared a large 60 x 90ft hangar, where inside, along with the airplanes, my twin sister Terri and I set up a small studio where we could work on art projects,
NOSE ART
November 2016
decorating the walls with vintage aviation-style murals. With most of our family conversations centered around aviation, its not surprising that our initial art projects stemmed from aviation themes. Chris, a truly devoted husband, gamely offered up his 1966 Mooney M20C for us to practice on. The Mooney had never been repainted in its 45+ year lifespan, and I reasoned, if we really goofed it up, it would be a good excuse to get the Mooney repainted. The artwork, a Mooney logo superimposed on a waving American flag wasn’t inspiring, but did teach us much about painting techniques. More projects came along in the form of volunteer efforts. Yanks Museum, at Chino Airport, in Chino, CA., needed help in re-creating the artwork on their B-25J Mitchell, who’s restoration was nearing completion. We repainted the badly faded, six foot Tonythe-Tiger’ image, on both sides of the fuselage, (once the logo of Esso Oil that Kellogg Cereals tried unsuccessfully to sue for copyright infringement in the 1950s) as part of a volunteer effort, as well as several other historic aircraft in the extensive Yanks Air Museum collection (viewable at www.yanksair.com). Terri also created ‘Late Nite Liaison’ nose art on their 1947 North American Navion, using the fast, loose style of the Continued on Page 39
“FUTURE OF DRONES: CLEARING THE FLIGHT PATH TO A CONNECTED WORLD” TO BE OPENING DAY KEYNOTE AT DRONE WORLD EXPO Second Day Keynote to Address the Realities of Drone Delivery
Drone World Expo will offer two phenomenal keynote panel discussions with leading industry experts providing the most current and forward-thinking information on this fast-paced, quickly changing and exciting industry. On Tuesday, Nov. 15, the opening day, executives from NASA, Esri, IBM, and the White House Office of Science and Technology Policy will discuss the Future of Drones: Clearing the Flight Path to a Connected World. On Wednesday, Nov. 16, executives from Zipline International, Crisfield Clinic, X (formerly Google X), and the Virginia Tech Mid-Atlantic Aviation Partnership will focus on The Realities of Drone Delivery. Drone World Expo will be taking place at the San Jose Convention Center, and both keynote presentations will be open to all attendees. The Future of Drones panelists include Lawrie Jordan, Director of
Imagery and Remote Sensing at Esri; Parimal “PK” Kopardekar, Ph.D., manager of the NASA’s Safe Autonomous System Operations Project; Terah Lyons, Policy Advisor to the Chief Technology Officer for the White House Office of Science and Technology Policy; and Ingo D. Piroth, North America GTM Lead Partner, IBM Innovation & Emerging Tech, IBM Global Business Services. Gretchen West, Senior Advisor of Innovation and Technology at Hogan Lovells and Co-Executive Director of the Commercial Drone Alliance will moderate the panel. This group of highly respected industry experts will discuss how the future of the world rests in technology and connecting people, devices, networks, and more to create an environment where companies can become more efficient and successful by using drones, automated cars, robotics, IoT, sensors,
and other automation. The Realities of Drone Delivery keynote panel will open the second day of Drone World Expo. The concept of drone delivery may have originally seemed like a marketing gimmick, but it has become a serious focus for many companies. Attendees will hear from innovative companies on their use cases, their challenges, and how they see the future unfolding for drone delivery. “I am thrilled to participate in these high-level keynote presentations, which will be sure to give the entire Drone World Expo audience valuable information about the current and future use of drones and provide them with the knowledge on how to use this technology for the advancement of commercial applications,” said Gretchen West, who also serves as Drone World Expo’s master of ceremonies. “These informative and unique panels are not to be missed!”
In addition to these first-rate keynotes, Drone World Expo will also feature more than one hundred leading industry professionals as speakers throughout the two-day conference program. From drone applications law enforcement and news reporting to important developments in drones for agriculture and construction, the Drone World Expo conference program will offer sessions that will be relevant and enjoyed by all attendees. For more information about the Drone World Expo conference program, visit http://r20.rs6.net and to access the list of speakers, visit http://r20.rs6.net. Commercial drone professionals may register for complimentary expo passes, which include access to the exhibit hall, Tech Talks, and demonstrations from featured exhibitors, networking receptions each day, as well as the Continued on Page 42
November 2016
Pinups & Plane Names
Continued from Page 38 WWII combat zone, when crews would have only six hours or so to place a whole nose art design on the aircraft before the plane and/or crew would be sent out on another mission. It suits the Navion perfectly, with its polished aluminum Air Force paint scheme, and subsequently won the ‘People’s Choice’ award at the annual National Navion Society convention. With a some experience, a website (www.victorygirl.com) and 1000 business cards, we officially hung out the Victory Girl shingle in 2007. Since then, we’ve done several hundred nose art pieces, for not only aircraft, but RVs, leather jackets, denim, sailboats, go-carts, automobiles, and even kegerators. What we’ve come to enjoy the most about this unique art business, is the stories behind the nose art pieces we get to create. Sometimes the nose art itself spawns a story! A long-time pilot asked us to create a scantily clad curvaceous lady named ‘The Other Woman’ as a decal for the cowling of his Cessna 206. The meaning of the artwork was clear enough, as he admitted to spending many an hour enjoying the company of his beloved airplane, which he’d owned for 30+ years. After doing some followup on
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www.inflightusa.com the decal installation, the pilot sheepishly asked if we could re-do the artwork, this time using his spouse’s features for the pinup’s face. His wife had been unexpectedly popping into the hangar at odd times, disturbing his naps and gin games, awaiting a glimpse of ‘the other woman’. More often though, we’re painting on leather instead of metal. In addition to pilots personalizing their flight jackets, people use their leather jackets to honor the military service of a family member, or as the ultimate in bespoke/personalized apparel. One US Army pilot asked us create a custom leather jacket design for his wife, also a helicopter pilot, then serving in the Iraq conflict. Per his request, four custom Tarot cards were designed for Love, Justice, Death and Strength, each specific to her personality and squadron unit, and painted to her black flight jacket. It was a huge hit (with big brownie points for him!) and I can safely say there is no other jacket in the world quite like it! Victory Girl creates nose art designs at no charge to active military units. We find that the current crop of service men and women find nose art just as moraleboosting now as it was back then, although there are far more PC (political-
ly correct) restrictions today than in past times. We recently created nose art designs for each of the 23 F-22 Raptors at Langley AFB, Virginia. After we’d provided 23 pencil sketches, the pilots entered a raffle, with the winning ticket holders getting the opportunity to pick their nose art designs and name the artwork. Each final design was created to fit in a 3 x 7 inch space for installation inside the F-22 cockpit. Nose art has become a family passion. On vacations we visit aviation museums and give talks on the history of aircraft nose art. We’ve joined vintage fly-ins and cruise the flight lines, delighting in finding more examples of nose art. We’ve also become active members of the American Aviation Historical Society (www.aahs-online.org), as part of our efforts to research nose art pieces, and assist others in accurately re-creating historical nose art. When we discovered that our OY-1 (02766) had combat time, we were lucky enough to identify and contact Lt. Tom Rozga in 2009, who had flown 02766 while on Iwo Jima. Tom’s son Tom Rozga Jr. sent us a black and white photo he had of young Lt. Rozga leaning against OY-1 02757, with ‘Lady Satan’
(Courtesy Victory Girl) artwork. In honor of the upcoming reunion of Rozga with our OY-1, Terri painted a cowling with ‘Lady Satan’, allowing us to re-create that historic photo, 65 years later. A few months later, after publishing photos of the reunion of Rozga with ‘Lady Satan’ to our website, I received an Continued on Page 41
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In Flight USA Celebrating 32 Years
November 2016
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 proactive 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, exerpted 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.
WHAT WOULD YOU HAVE DONE
Once again, CALLBACK offers the reader a chance to “interact” with the information given in a selection of ASRS reports. In “The First Half of the Story,” you will find report excerpts describing an event up to a decision point. You may then use your own judgment to determine possible courses of action and make a decision regarding the best way to resolve the situation. The selected ASRS reports may not give all the information you want, and you may not be experienced in the type of aircraft involved, but each incident should give you a chance to exercise your aviation decision-making skills. In “The Rest of the Story…” you will find the actions actually taken by reporters in response to each situation. Bear in mind that their decisions may not necessarily represent the best course of action. Our intent is to stimulate thought, discussion, and training related to the type of incidents that were reported.
The First Half of the Story
Situation # 1 C150 Pilot’s Report • My mission for the day was to fly to look at an airplane I was considering purchasing. Another pilot, who had a VFR only Cessna 150, [offered] his airplane for the flight. The weather was forecast to be marginal VFR with some IFR along the route [and] ceilings of 800 to 1,000 feet, becoming broken to clear as the day progressed. The weather was forecast to be bad the following day, so I “had” to take the flight that day. To complicate issues, I needed to… pick my son up from school that evening. I was paying close attention to the weather enroute... A couple stations near our destination [were] reporting marginal VFR broken conditions, and an airport near the destination was VFR. It took me another hour to realize that the VFR airport report was four hours old and was not being updated by ADS-B. I had received a weather brief earlier that day, and I supplemented it with my iPad, but my weather program was not updating. I was still on the four-hour old weather at our departure time. This plane liter-
ally had no equipment. We had a handheld transceiver and [a] portable, [ADS-B capable] GPS unit. We could get five miles of range out of the handheld on a good day. At least [we had] an attitude indicator. All the areas within range of our fuel supply were reporting anywhere from low IFR to 1,000 feet overcast ceilings and five miles visibility. We were now two hours into the flight, and I was waiting for the ADS-B to refresh.
What Would You Have Done? Situation #2 LR-24 Pilot’s Report
• We were departing a small… airport when a light twin landed [with a] gear malfunction [that] resulted in a belly landing. [That] aircraft came to rest in a position leaving approximately 4,000 feet of runway unobstructed. At [that] time, we had only started the number two engine and were sitting on the FBO ramp, having not moved from our initial parked position... I began to deplane, so I could offer assistance to the disabled aircraft. The Captain stopped me and told me to sit down. I objected, but [he] told me that he was keeping our schedule. He proceeded to taxi, and I had to stop him from blocking the path for an emergency vehicle. After the fire truck passed, several airport officials, two of whom were in uniform, crossed their arms over their heads and attempted to stop [our] taxi. I brought this to the Captain’s attention, but he proceeded to start the number one engine on the taxi roll, disregarding any checklist. Multiple aircraft on the approach to the airport reported, via UNICOM, that they were diverting because of the fouled runway.
What Would You Have Done? Situation #3 B767 Captain’s Report
• [Enroute to our destination], the crew noticed a fuel imbalance situation developing between the left and right main tanks with approximately 2,700 pounds remaining in the center tank. The left main fuel tank had approximately 40,000
IN
THESE SITUATIONS
pounds, and the right had approximately 38,000 pounds with the “FUEL CONFIG” light illuminated. The crew balanced the fuel between tanks, [but also] noticed that the fuel quantity in the center tank was increasing slightly. The QRH was consulted. Nothing there seemed to apply to this situation. We relayed all the information up to that point to the Maintenance Representative. The rate of transfer from the right main tank to the center was approximately 3,100 pounds per hour. At that point, we were informed by the Maintenance Representative that once the main tanks reached the halfway point in their burn (about 20,000 pounds per tank), the fuel transfer from the right tank to the center would cease.
What Would You Have Done?
Situation #4 CRJ-200 Captain’s Report • After leveling off at FL310, the number one engine power could not be reduced. The thrust lever was completely unresponsive. After trying to troubleshoot the problem, we both looked in the QRH and decided that the only checklist for our situation was, “Thrust Lever Jammed.” We called Maintenance on the radio to see if they might have a suggestion, [but they had no advice for our predicament].
What Would You Have Done? The Rest of the Story Situation #1 C150 Pilot’s Report
The Reporter’s Action: • We continued another half hour... At this point, the left fuel gauge was bouncing off “E.” We did find an airport at the very edge of our fuel supply that was reporting 1,000 foot broken ceilings, and [we] set course for it. We[chose] an airport well away from a major city that was reporting good visibility below the clouds and (reasonably) high ceilings. I dialed up an RNAV approach on my handheld, switched to UNICOM (figuring I could break things off if I heard another plane on the approach), and into
the soup we went. We broke out of the clouds right at 1,000 feet, landed safely, and had three gallons of fuel remaining. We waited a couple hours on the ground for conditions to improve, then continued to our destination. Lesson for the day: nothing, and I mean nothing, is worth taking a chance like that.
First Half of Situation #2
Situation #2 LR-24 Pilot’s Report The Reporter’s Action: • As the Captain entered the runway, I brought it to his attention that we needed 3,600 feet of runway according to the performance data for the airplane to safely take off. I questioned the wisdom of taking off on approximately 4,000 feet of runway with a disabled aircraft with passengers and emergency crews still in close proximity. The Captain turned around with about 25 [feet of] clearance to the fire truck, and, over my objection, he initiated a takeoff.
First Half of Situation #3
Situation #3 B767 Captain’s Report The Reporter’s Action: • I elected to continue the flight expecting to land [at our planned destination] with approximately 18,000 pounds in the center and approximately 8,000 pounds in each main tank. We put together a plan to divert to several locations as the situation developed. We then spent time figuring out various scenarios to determine the options for safety, weather, maintenance, passenger servicing, etc. We climbed to FL380 as soon as ATC allowed it, [achieving] slightly better range and enroute weather avoidance. As we approached [one of the diversion locations], it became clear that [we] would not reach [our original destination] safely. We declared an emergency and elected to divert to [this newly chosen location]. At that point, the fuel tanks had about 16,000 pounds in each main tank and approximately 18,000 to 19,000 Continued on page 41
November 2016
Kelly Jameson of Chappell Hill, Tex. has been selected as the winner of the 2016 EAA Sweepstakes. Jameson’s name was drawn on Sept. 30 from more than 740,000 entries made by upward of 30,000 individuals. “I was very, very surprised,” he said. “You see those things, these big ticket items, and you never expect that you’re the winner.” This year’s prize is particularly special, as it is the first time the winner will receive a warbird: a 1945 Piper L-4J, the military version of the J-3 Cub affectionately called the Grasshopper. The L4-J was restored to
AND
THE
GRASSHOPPER GOES TO
original factory form by a former RollsRoyce trophy winner and has flown less than 100 hours since its restoration. “I appreciate the stewardship of this airplane. Taking care of the history representing the people who fought for this country,” Jameson said. “It is a special plane that not everyone would appreciate.” The new owners will definitely appreciate this new Grasshopper, as Jameson isn’t the only aviation enthusiast in the family. His oldest son, Joseph, 19, is also a pilot and regularly flies their Cessna 172. He was featured in the March 2011 issue of Sport Aviation when
he built his own pedal plane. These days he’s working on a Pietenpol. While the family already owns a GA aircraft, having two will come in handy with more than one pilot in the bunch. “We’re excited to put it to use,” Jameson said of the L-bird. Each year, thousands of people enter the EAA sweepstakes for the chance to take home a spectacular airplane. Past prizes have included a Piper J-3 Cub in 2015 and a 1937 Fairchild 24H Deluxe in 2014. This year’s second prize was a 2017 AirVenture VIP package won by Jeff Troxel, of Menomonee Falls, Wisc.
Troxel will receive two flights on the Bell 47 helicopter, Ford Tri-Motor, and B-17 during AirVenture 2017 as well as weekly admission, camping, and much more. He said he is eager to share the package with two of his sons who are pilots. Jameson’s grand prize-winning entry was a coupon from Sport Aviation sent in by mail, but entries can also be made online or in person at the Sweepstakes Building during AirVenture. Although entry is free, donations are welcome and benefit EAA’s education programs.
The ‘Lady Satan’ artwork was painted while part of the VM04 unit was on Guam, prior to arriving on Iwo Jima in February of 1945. Lt. Hull, one of the pilots of VM04 commissioned Legler, a Navy SeaBee, to paint the artwork for a fifth of Seagram’s Seven whiskey. Legler, who didn’t drink, later sold the liqueur for $35 –almost a month’s pay!
Although we have photos of OY-1 nose art on Iwo Jima, we haven’t yet found solid documentation to confirm which nose art was on 02766 during her tour of duty on Iwo Jima. Aircraft nose art has become a passion, not only for the artwork, but for the personalities behind them. The people and the artwork of the aircraft of our avi-
ation heritage each has a unique story, and it pleases me to know that we’re helping to preserve those stories. For more information, contact Jerri Bergen of Victory Girl at jerri@victorygirl.com) or visit the website at www.victorygirl.com
they were worse. We declared an emergency, got vectors to run the checklists, made the announcement to the passen-
gers, and landed with no further problems. The flight crew did exactly as we were trained, and it resulted in a success-
ful conclusion. At no time were we in any doubt about what we were doing and what the results would be.
Pinups & Plane Names Continued from Page 39 email from John Chlebowski, of Chicago. He informed me his uncle, George Legler Sr., had painted the artwork to the cowlings during WWII, and sent along photos from his uncle’s wartime scrapbook, showing Legler holding the painted cowlings in front of a tent barrack, surrounded by palm trees.
Safe Landings
Continued from Page 40 pounds in the center. By the time we reached [this diversion airport], the main tanks were down to approximately 5,500 pounds, [with] the center at 35,000 pounds and climbing. We were given direct [to a fix] for the ILS. Not feeling comfortable with the distance from the end of the runway, we called, “Field in sight,” and headed directly toward the end of the runway. I felt [that] the [threat] of losing one or both engines was a real possibility. I was determined to get to a three-mile final with at least 2,000 feet to 2,500 feet of altitude in case of a dual engine failure. Once we were close enough to the field, we flew through final to gain spacing, and… were in the slot by 500 feet. [We] landed without incident [with] approximately 2,500 pounds in the left and 2,000 pounds in the right tank as we crossed the threshold.
First Half of Situation #4
Situation #4 CRJ-200 Captain’s Report The Reporter’s Action: • We told the Flight Attendant we were going to shut down the engine and that it would be a normal landing. We checked the weather [at] nearby alternates to see if conditions were any better than [they were at our] destination, but
41
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In Flight USA Celebrating 32 Years
AUTHOR’S DAY
November 2016
The Planes of Fame Air Museum is getting ready to host their annual aviation book sale and author’s day on Nov. 19. The event will feature speaker Pat Macha. For more information about this event, visit www.planesoffame.org. Speaker: Pat Macha regularly speaks on the topics of aviation accident history, archaeology, and safety. His programs feature PowerPoint presentations and graphics. Pat will give a presentation for 30 minutes then sign and sell his books. With 52 years of research and field experience in aircraft wreck research, Pat Macha has authored five books on aircraft accidents in California: Wrecks in the Mountains & Deserts of California
1908-1990, Wrecks in the Mountains & Deserts of California 1909-1996, Aircraft Wrecks in the Mountains & Deserts of California 1909-2002, Historic Aircraft Wrecks of San Bernardino County, and Historic Aircraft Wrecks of San Diego County. Pat has been documenting crash sites throughout California in remote locations for 52 years, leading him to more than 150 crash sites in Los Angeles County. See his site at Aircraftwrecks.com. Pat has assisted the Project Remembrance Team by helping next of kin in visiting crash sites of their loved ones. Pat’s field work and research travel includes: Alaska, Arizona, California, Colorado, Hawaii,
Maine, Nevada, New Hampshire, New Mexico, Oregon, Utah, Vermont, Washington, Canada, Mexico, Russia, Switzerland, and the United Kingdom. Featured in many newspaper and magazine articles; also in television on the History Channel program Broken Wings, Pat has had scores of speaking engagements. He is a graduate of Azusa Pacific University and California State University at Long Beach. Pat’s associations and memberships include the American Aviation Historical Society, AOPA, Aviation Archaeology and Heritage Association, The International Group for Historic Aircraft Recovery (TIGHAR), Smithsonian Air
The Aircraft Owners and Pilots Association (AOPA) Air Safety Institute (ASI) has been selected by the Arkansas State Department of Aeronautics to provide FAA required recurrent training for
many of Arkansas’ Certificated Flight Instructors (CFIs). The Air Safety Institute will provide an in-person Flight Instructor Refresher Course (FIRC) to approximately 125
CFIs during the two-day event. The course will be held on Feb. 11-12, 2017 in Jacksonville, Ark. and is open to any CFI who resides in the state of Arkansas. “We are privileged to have been selected by the state of Arkansas to provide this critically important training to flight instructors,” said ASI Senior Vice President George Perry. “With today’s commercial airline pilot shortage, keeping flight instructors qualified is extremely important to the health of our nation’s transportation system. We look forward to this partnership and applaud Arkansas’leadership in hosting this type of innovative program.” ASI is widely recognized as the leader in general aviation safety training and education. ASI’s FIRC experience
spans several decades, since becoming the first non-government provider in the 1970s. Annually, ASI also provides 75 inperson CFI refresher courses and 200 free safety seminars to tens of thousands of pilots across the country. Additionally ASI provides more than 300 online safety resources such as videos, courses, and publications, on its website at www.airsafetyinstitute.org. In total, ASI programs are used by pilots more than 2,000,000 times annually. Arkansas based CFIs who wish to participate should contact Lily Roberts, Assistant Director of the Arkansas Department of Aeronautics, at 501/3766781. Read AOPA’s story at www.aopa.org
The General Aviation Manufacturers Association (GAMA) welcomed the Federal Aviation Administration (FAA)’s announcement that the Automatic Dependent Surveillance-Broadcast (ADS-B) rebate reservation system is slated to be operational on Sept. 19. The equipage incentive rebate, which the FAA announced in June, will allow a general aviation aircraft owner who installs ADS-B Out avionics on a U.S.registered, fixed-wing, single-engine piston aircraft to receive a $500 rebate toward the cost of equipage. The rebate will be available to 20,000 airplanes on a
first-come, first-served basis. The ADS-B equipage mandate goes into effect on Jan. 1, 2020. “By equipping now, operators will be able to enjoy ADS-B benefits such as enhanced surveillance, greater situational awareness, and free in-cockpit traffic and weather immediately, as well as avoid the long installation lines expected as the mandate nears,” said GAMA President and CEO Pete Bunce. “We hope operators who have not yet equipped will now act to do so as soon as possible.” For more information, visit www.gama.aero.
& Space, San Diego Aerospace Museum, Western Museum of Flight, and the Huntington Beach chapter of “Old Bold Pilots.”
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OFFSET AVIATION CARBON EMISSIONS
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The General Aviation Manufacturers Association (GAMA) recently lauded the adoption of a climate agreement that will put into place a carbon-offsetting scheme for international aviation, the first such scheme for any industrial sector. The scheme was adopted at the 39th General Assembly of the International Civil Aviation Organization (ICAO) in Montreal, Canada. The ICAO Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) will allow covered countries’ international aviation growth from 2021 onward to be carbon-neutral. CORSIA will be administered and enforced by each state. ICAO’s CORSIA enjoys the broad and deep support of the entire aviation industry. “Today’s agreement stands as a testament to the global aviation industry’s commitment to do its part to mitigate its effect
on the earth’s climate,” GAMA President and CEO Pete Bunce said. “GAMA’s member companies that manufacture business aircraft, engines, avionics, and components worked hard to achieve an agreement that will balance the industry’s continued economic growth with the need to address international aviation CO2 emissions. This historic agreement also incorporates provisions that exempt small operators (defined as those whose international operations emit under 10,000 MT of CO2 per year) as well as small aircraft below 5,700 kg, the inclusion of which would have made administration of the scheme onerous and expensive for small businesses.” CORSIA establishes a three-phase framework, with a three-year “pilot” phase starting in 2021, followed by a three-year first phase beginning in 2024. The second phase, from 2027 onward,
would be mandatory for those countries not otherwise exempted, including the least developed states, small island states, and states whose international aviation activity falls below a minimum threshold. Despite its voluntary nature, 65 countries, representing more than 80 percent of global aviation activity (as measured by revenue/ton kilometers, RTK), have already committed to participating from the scheme’s outset. In 2009, business aviation manufacturers and operators announced three aspirational goals to reduce the industry’s impact on climate change [1]. Achievement of these goals depends on progress on a basket of measures, including use of alternative fuels and improvements in aircraft technology, air traffic control infrastructure, and operational efficiency, and implementation of marketbased measures as an interim gap-filler.
The Sling 4 concept emerged from the performance of the standard Airplane Factory Sling 2 during Mike Blyth, Director Development, Marketing, and Operations and James Pittman, Director Corporate, 2009 circumnavigation of the earth. This unique four-place cruiser carries four adults, several hours worth of fuel, plus a respectable baggage load, and consumes less than six gph… all in
leather-wrapped comfort. See this sexy aircraft at Expo 2017 in January! Where it all began: The Airplane Factory Mike Blyth, a shareholder and the person who started The Airplane Factory, is a fifth-generation South African with a passion for aviation. A pioneer of early microlight aviation in South Africa, Mike
has been involved in the aircraft business, designing, building, and selling aircraft for 29 years. Mike is a past aviation world champion and has received numerous awards both for his contribution to aviation in South Africa and his aviation feats, as well as the films he has made to record them. To learn more about Mike’s aviation adventures, see www.trikeexpeditions.com.
“With agreement reached earlier this year at ICAO on the first-ever CO2 standard for aircraft [2], combined with today’s agreement on CORSIA, the global aviation industry has taken vital steps toward fulfilling its commitment to address climate change while not jeopardizing continued economic growth,” Bunce noted. GAMA is a proud member of the Air Transport Action Group (ATAG), the global aviation industry coalition that has been instrumental in bringing CORSIA to fruition, fulfilling the mandate established by the international community at the last ICAO Assembly in 2013. More information on the resolution adopted by the ICAO Assembly can be found at www.icao.int. Information on business aviation’s progress on meeting its climate change goals can be found at http://www.gama.aero/files/GAMA_Env ironment_Brochure_0.pdf.
EXPO IS DELIGHTED TO BE SHOWCASING SLING 4: THE AIRPLANE FACTORY'S NEWEST HOMEBUILT, WHICH CARRIES FOUR ADULTS
Drone World Expo
Continued from Page 38 keynote presentations each morning and sponsored forums. End-users of drone technology may qualify to attend the full conference at no charge. Find details and register at www.droneworldexpo.com/register.asp. Drone World Expo, the defining event for the commercial applications of UAS technology, will take place Nov. 1516, 2016 in the heart of Silicon Valley at the San Jose Convention Center. For more information, visit www.droneworldexpo .com. The event is produced by JD Events, dedicated to the creation of targeted and innovative industry-leading events that deliver results. The company brings together highly qualified buying audiences, education-rich content, and highlevel networking opportunities – all geared toward increasing business transactions in the markets it serves. Visit www.jdevents.com for more information.
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NEW NOVEL HIGHLIGHTS
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For those of you In Flight readers thinking about which great aviation book to read next, The Outer Marker, a newly released self-published book might just be your perfect read. The Outer Marker is author, Phill Nussbaum’s fifth book. Nussbaum often tells heartwarming stories about female characters who aspire to succeed in aviation and live meaningful lives. His latest book is no different. It is a touching story full of passion, highlighting the experiences of women in aviation, an often underrepresented demographic. The Outer Marker is a short novel tracing the life of a line pilot working for
EXPERIENCES
a regional airfreight operation. As time unfolds, she is victimized by her own competence. Her work at the airfreight company causes her to be noticed, and she is given more and more responsibility, some of it is welcome and some is simply thrust on her. Somehow through all of this, she manages a personal life and earns the admiration of everyone in spite of her private misgivings. Become her copilot while she wrestles with weather, impossible schedules, the FAA, and progress. Throughout her career, Captain Stevensen represents the very best in
SCHWEISS DOORS:
The last thing a customer wants to hear is “No.” Customers are looking for solutions. Being told something can’t be done does not instill much confidence in these so-called experts. Schweiss Doors has been finding ways to say “Yes!” to customers for almost four decades. The Minnesota manufacturer of hydraulic and bifold liftstrap doors produces custom doors for hangars, commercial buildings, agricultural buildings, and residential applications. “When we get a call or visit with someone at a trade show, we never know what they’re going to ask for,” said Mike Schweiss, owner and founder of Schweiss Doors. “We get some strange requests, but we’re proud to say we’ll find a way to get the job done and if we can’t find a way to do something, nobody can! Every door we produce is a custom door, the size, the look, the materials… we’ve manufactured thousands of doors, rarely are two the same.” Here are just a few examples: Father’s House Church, Vacaville, Calif.: As part of a $10 million expansion, the Father’s House Church wanted a door that would help create more space for its members. Schweiss provided a liftstrap bifold glass designer door, measuring 17feet, one-inch wide, and 15 feet tall, and it’s equipped with electric photo eye sensors for safety. “I’ve been involved with the construction project from day one,” said Executive Pastor Mark Sligar. “The bifold door is an impressive door, no doubt about it. The cool thing is its storefront look that ties the building together. The door is off of our lobby, and the design of the door is to extend our lobby outside to a huge patio area that has umbrellas, tables, chairs, fire pits – it’s a big gathering area for our people.” When open, the door acts as a
THE
In Flight USA Celebrating 30 Years
THE
canopy over the entrance, providing more protection from the elements for members. It was ordered through Industrial Door Company of West Sacramento, Calif., and recommended by Visioneering Studios architectural firm of Irvine, Calif. The building contractor was Overaa Construction of Richmond, Calif. Cape Canaveral Hangar, Cape Canaveral, Fla.: Schweiss Doors produced two bifold doors for a new steel hangar at Cape Canaveral, Fla. This is no ordinary hangar and needless to say, because of the weight and size, these doors required special engineering solutions from Schweiss Doors. One door is 40 feet wide and 69 feet tall. The larger door is 90 feet wide and 61 feet tall. Both are equipped with automatic latches and are wind-rated to 150 mph. Upon delivery to Florida, both doors were clad in 26-gauge sheeting and feature fourinch blanket insulation. Bottom-drive 480volt, three-phase motors, and patented Schweiss liftstraps do the lifting of these doors that exceed 53,000 pounds! “We don’t get too many requests for doors that big and heavy, but we knew we
WOMEN
commercial aviation and sets the example for the rest to follow. Come be her copilot. You will like the time you log! The story captures the spirit of aviation and is sure to warm the heart of every pilot and aviation enthusiast. The paperback book can be purchased for $14 at www.lulu.com/shop/phil-nussbaum. For more information, email staggphil@yahoo.com.
MANUFACTURER
Cape Canaveral Hangar
OF
WITH
IN
AVIATION
November 2016
1,000 SOLUTIONS
(Schweiss Doors)
could produce doors that would meet the strict requirements in Florida,” Schweiss said. “It’s an honor to be a part of a program at Cape Canaveral.” A diverse customer base populates the launch manifest, including space station resupply missions, commercial satellite launch missions, and U.S. Government science and national security missions. With the elimination of NASA funding, this space program has moved to the forefront of space exploration and Schweiss Doors is a part of this ambitious program. Koehn Construction Services, Fredonia, Kan.: Lyle Koehn got his start erecting agricultural buildings for farmers with large equipment. The hydraulic doors from Schweiss Doors appeal to Midwestern customers who appreciate the value of quality. “Ag buildings is where we started,” said Lyle Koehn, owner-general manager of Koehn Construction Services. “They compromise 40-50 percent of our business. All our building projects are custom in nature and unique to each customer. One of our farm shops here is a 100-foot by
300-foot facility, 20 feet tall. Farm shops in the 80-foot to 100-foot range are probably the most common sizes we build. “We are also doing lots of commercial manufacturing projects,” Koehn continues. “Most here seem to prefer hydraulic doors… they understand hydraulics and how that works. We also prefer the hydraulic one-piece doors. The main reason is simplicity. They are a little more expensive than a bifold door, but they have less moving parts. Most of the doors we do are 40 to 50 feet wide and 16 to 18 feet tall.” Koehn says his company started installing Schweiss doors more than eight years ago and hasn’t used any other manufacturer’s door since. “After we put in our first Schweiss door, we knew it was a quality product, and we’ve stayed with them ever since,” Koehn says. “Our customers are very happy with how they work. We also do the installs, which are fairly easy. We don’t sell or install any sliding doors. Schweiss doors are very good quality doors, heavy and well built. There’s no door out there that is as heavy as a Schweiss door. Everybody else uses lighter gauge materials.” Korthius Residential RV Garage, Lynden, Wash.: Residential ordinances are usually very strict. Some neighborhoods governed by a homeowners association will have restrictions on home color, siding and roofing material, height, size (both minimum and maximum), landscaping, and the list goes on and on. Most of these rules are in place to preserve aesthetics. Herb Korthius owns a 12-1/2-foottall motor home and wanted to keep it at his home. The “uniformity code” in his neighborhood prohibited the installation of any garage door taller than eight feet. Continued on Page 46
November 2016
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The Pyl on Pl ace
INTERNATIONAL FORMULA 1 – 2016 RECAP Marilyn Dash’s
he IF1 Class always has exciting racing, and this year was amazing! Most racers in other classes arrive in their best racing configuration or have a few tweaks to make during the week. But, in IF1 – they are constantly adjusting, testing, tweaking, wrenching, and more and more testing. Anyone who walks around their side of the Biplane/IF1 Hangar will notice more cowls off than on. You would also notice a family atmosphere and camaraderie like no other. With Kelly Goforth feeding the teams and everyone pitching in to help one another, it’s just one big, happy family. This big, happy family is also befitting of their International moniker. With competitors this year from the USA, Canada, Austria, Scotland, and the UK – plus crewmembers from Australia and Spain – they really are International!
Bronze. For example, Goforth raced in all three heat levels, Gold, Silver, and Bronze and in three different planes, Knotty Girl, Cosmic Wind, and El Bandito. He actually won the Bronze Race in El Bandito.
El Bandito
Phil Goforth in El Bandito.
(Tim Adams – Tim Adams Photography)
IF1 Takeoff (David Atkinson/Aviation Images Unlimited)
Justin Meaders – Rookie of the Year (Anthony Taylor/WarbirdFotos.com)
Racing!
Lowell Slatter started racing in IF1 in 2013 with his airplane Fraed Naught. His first year, he qualified at 233mph. In 2014, he was unable to race her himself because of work constraints – and asked Justin Phillipson to fill in for him. Justin, a highly respected racer and pilot, qualified her at... (Drum roll please) 233mph––again. And now Lowell is back. This year, he qualified at… 253mph. That is a full 20mph faster she was able to go in recent years. What changed? No one is talking, but we are very curious! Care to share, Lowell? Lowell unseated the previous champion, Steven Senegal, in Endeavor. He also went faster than anyone expected – even faster in the Gold Race on Sunday – at 256. Vito Wypraechtiger of Austria/Switzerland – placed second in Scarlet Screamer. He was the Gold Winner in 2013 in the same plane. Justin Phillipson placed third in the second year for his ShoeString Racer, No Strings Attached. This is Justin’s fifth year – having flown Outrageous for two years, Fraed Naught for one, and now No Strings Attached for two more years. Looks like he really is getting the hang of it, and that trophy will look great among the others. James Jordan cut a pylon and ended up in fourth after some amazing racing during the week. Phil Goforth placed fifth, flying multiple airplanes in Gold,
Silver, and Bronze––more on that later. Madness, flown by Steve Temple ended sixth. Goforth is also on the Pilot Committee – charged with getting more pilots and airplanes to Reno. He did a fantastic job on this as well. The numbers grew from 13 in 2014 to 16 in 2015 to 23 in 2016! And it seems everyone I spoke to was looking for a competitive IF1 airplane to get in on the fun! Des Hart from Scotland won the Silver Race. He flew Chaos Theory (previously known as Sly Dog). Des was a Reno Rookie this year, but he did take part in International races through Air Race 1. I believe Des enjoyed his debut at Reno! To clarify, IF1 does a race progression, so if you start in the Bronze and win, you can move up to the Silver and bump someone back to Bronze––the same with Silver and Gold. Each heat race result sets the grid for the next race. This way, as teams work their magic through the week, they are rewarded with a better grid spot. This explains why racers move back and forth all week, but the final standings are what we will be reporting here. It also explains why it’s difficult to race more than one airplane in this class, hopping around Gold, Silver, and
Longtime fans of IF1 will remember George and Bobby Budde from Oklahoma. George raced several different airplanes over the years, including Okie Twister, Stroker, and Streaker. Bobby was a one- airplane man, and that airplane was El Bandito. El Bandito started racing at Reno in 1968. She has a vintage look and historic appeal. That appeal is what drove Goforth to chase the airplane down over the years. He got in touch with the Budde brothers to find out what the status of Bandito was – and found out she was in a trailer in Oklahoma. The next thing you know, Phil is headed to Oklahoma. Continued on Page 46
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AOPA ANNOUNCES 2016 FLIGHT TRAINING EXCELLENCE AWARDS In Flight USA Celebrating 30 Years
The Aircraft Owners and Pilots Association (AOPA) announced the recipients of the AOPA Flight Training Excellence Awards at Redbird Migration Flight Training Conference in San Marcos, Texas. The awards are based on the results of the 2016 Flight Training Poll and recognize and celebrate those who provide a customer experience that supports student pilots and facilitates their entry into all aspects of the aviation community. The Flight Training Poll is conducted using an online survey process and 11,356 individuals completed the poll in 2016, an increase of 60 percent compared to 2015. Flight Training Professionals of Orlando, Fla., was named Best Flight School, and Brenda Tibbs of Bravo Flight Training in Frederick, Md., was named Best Flight Instructor. The Student’s Choice Award was given to Paragon Flight of Fort Myers, Fla., as the flight school that received the highest number of positive nominations. This year’s President’s Choice Award winner was Take Flight Aviation of Montgomery, N.Y., selected by
Schweiss Doors
Continued from Page 44 While on a visit to the Iowa State Fair, he stopped by the Schweiss Doors display and demonstration booth and had an idea. With some drawing help from an architect, Korthius came up with a solution that kept the neighborhood happy. Using a Schweiss bifold liftstrap door, their design measured 12 feet wide and 16 feet high, creating a 14-foot tall clear opening for his RV. Korthius fas-
The Pylon Place Continued from Page 45 While Phil and his team worked to – – the excitement within the Class and the Budde Family continued to grow. There was a For Sale sign on her, but after the amazing showing of winning the Bronze – Bob Budde’s grandson decided it had to stay in the family and bought her. I love a good history lesson with a happy ending. In 1996, it was said that about the Budde Brothers – “No other two people in the sport’s history have introduced as many new pilots to air racing, nor used their own time and treasure to check out so many in Formula One aircraft, nor helped so many get seats or acquire planes in which to complete.” … I believe Phil is cut from the same cloth. Well done.
Slab Wing Contest
As we mentioned in the September
November 2016
AOPA President Mark Baker for significant and innovative contributions to the flight training community. Nine additional flight schools and 10 more flight instructors were judged to be “outstanding” by their students; 60 flight schools, and 50 flight instructors also were recognized as being on the flight training “honor roll.” Flight schools that received awards, including those on the “honor roll,” represent the top nine percent of the flight schools mentioned by respondents in the poll and top three percent nationwide, and flight instructors who received awards are in the top three percent of the flight instructors mentioned by respondents in the poll and top one percent nationwide. “AOPA’s Flight Training Excellence Awards recognize outstanding flight schools and instructors, and the more than 11,300 individuals who responded to the poll have identified the top flight training providers,” said Director of AOPA’s Flight Training Initiative Chris Moser. The Flight Training Excellence Awards are part of AOPA’s You Can Fly
program. AOPA launched You Can Fly in Jan. 2015 to build a vibrant, growing, and self-sustaining community of active pilots. You Can Fly is moving the needle when it comes to building and supporting the pilot population with programs to improve student completion rates, bring lapsed pilots back to the cockpit, introduce young people to aviation careers, and provide a costeffective way to fly and share that experience with a community of fellow pilots. Best Flight School: Flight Training Professionals (ORL - Orlando, FL) Best Flight Instructor: Brenda Tibbs (Bravo Flight Training, FDK-Frederick, MD) President’s Choice Award: Take Flight Aviation (MGJ - Montgomery, NY) Student’s Choice Award: Paragon Flight (FMY - Fort Myers, FL) Outstanding Flight Schools: AeroVenture Institute (3B0 - Southbridge, MA), Brazos Valley Flight Services (CLL College Station, TX), Centennial Aviation Academy (PDK - Atlanta, GA) Illinois Aviation Academy (DPA Chicago/West Chicago, IL), Skill Aviation (UGN - Chicago/Waukegan, IL)
SkyTrek Alaska Flight Training( MRI Anchorage, AK), Stratos Aviation (GMU - Greenville, SC), Valley Aviation (WBW - Wilkes-Barre, PA), WINGS Flight School (VCB - Vacaville, CA)
tened a regular garage door with windows and no tracks to the lower portion of the Schweiss doorframe, Masonite siding would go above that to match the siding on the house. This made the 16-foot door look like an eight-foot door. Because of the added weight, Schweiss Doors added a heavy-duty bottom-drive motor with two liftstraps. Autolatches, a remote opener and insulation put the finishing touches on the door.
Korthius says that everyone, including his architect, who sees his Schweiss door is amazed. Some have indicated they may steal his idea for their own homes. “There are all sorts of problems out there that Schweiss Doors can help solve,” Schweiss says. “When we say we want to help owners do amazing things with their buildings, we mean it. There should be no limits.” Schweiss Doors is the premier man-
ufacturer of hydraulic and bifold liftstrap doors. Doors are custom made to any size for any type of new or existing building for architects and builders determined to do amazing things with their buildings, including the doors. Older cable-operated bifold doors can also be retrofitted to liftstrap doors by using the Schweiss conversion package. For more information, visit www.tci-schweiss-doors.com/1000-solutions.html
column – the Dash for Cash contest provided $1,000 prize to the fastest Slab Wing Cassutt – that was won by Paul Newman (not that one) in Fast & Easy. Congrats, Paul!!
the racers are staged in a grid (three front row, two second row, and three back row) on the runway and when the flag drops, all of them take off at the same time (slightly different from Biplanes). Racers are given a countdown – starting at 10 minutes – when you have time to start your engines and get them warmed up, do a mag check – whatever you need to do to prepare for your takeoff. At two minutes, the runways are cleared, and at one minute the focus goes from a line flagman to a single Starter. It is a highly charged 10 minutes. I believe because of the incident, there may be a review of the way we do our takeoffs. I’m just happy the pilots are all okay. Airplanes can be repaired or replaced. I’ll keep an eye on the discussion and will report back if/when things change.
Thailand and Air Race 1
Rookie of the Year
With so many Rookies in IF1 this year, the decision was not an easy one. But, our friend, Justin Meaders (who we wrote in the August column) was the winner. Congrats, Justin!
Take-off Incident
As you probably heard, there was an incident on take-off during the Gold Final on Sunday. Two racers collided during the start. To explain, the IF1 Class (and Biplanes) does a ground start for the race. We call it a horse-race start. In IF1, all of
Outstanding Flight Instructors William Allen (AeroVenture Institute 3B0 - Southbridge, MA), Allan Burke (BCB - Blacksburg, VA), Scott Campbell (Sierra Charlie Aviation SDL Scottsdale, AZ), Jennifer Frost (Aspen Flying Club APA, Denver, CO), Kayla Harder (Paragon Flight School FMY Fort Myers, FL), Steven Casey Jones (Wings of Carolina TTA - Sanford, NC), Domenic Lafauci (Bridgewater State University; East Coast Aero Club EWB, New Bedford, MA; BED, Bedford, MA),Stephen Matheson (U77 - Spanish Fork, UT; DVT – Phoenix, AZ), Jason Schappert (MZeroA OCL - Ocala, FL), Joseph Standley (Flight Instructor Joe/Blue Skies Pilot Shop 3CK Chicago/Lake In The Hills, IL). Read AOPA’s story at www.aopa.org.
Several of the airplanes are now headed to Thailand to perform a Race for the King of Thailand – no kidding. Goforth, Justin Philipson, Justin Meaders, Steve Temple, and Des Hart are scheduled to be the Racers. Looks like Air Race 1 is heating up again, and the boys will be circling the globe in their sweet, little racers. 2017 will bring them to Spain, Puerto Rico, Thailand, and Reno. Good luck and have fun!
Final Thoughts
We will continue to run through the races each month and give a close-up view and recap – stay tuned for the Best of the Rest. Until then…
VISIT AIRCRAFT SPRUCE SANDIA PRODUCTS
November 2016
Sandia Products are now available to purchase through Aircraft Spruce. Sandia Aerospace produces quality transponders, altitude encoders, airdata computers, avionics cooling fans, and marc 70 interface modules. Aircraft Spruce offers wire harnessing and custom coax assemblies to make shopping for a Sandia Aerospace transponder all one convenient shopping experience for your aircraft needs. For more information, please contact Aircraft Spruce at 1-877/477-7823 or 951/372-9555, and reference Sandia Aerospace.
FOR
www.inflightusa.com
Aircraft Spruce’s complete product line is available at www.aircraftspruce.com. Request your complimentary copy of the company’s free 1,100 plus- page catalog (available in print, CD, or PDF formats).
BELITE’S “RADIANT” LINE IS AVAILABLE AT AIRCRAFT SPRUCE
Come to Aircraft Spruce for your favorite Belite products. Belite’s Radiant instruments combine many functions into simple and small, lightweight units. Belite has created these new units with one specific feature in mind: persistence. The Radiant Instrument will display the last 30 minutes of fuel level information graphically along the current fuel level, providing pilots with the ability to look at information on display screens, to ensure a safer flight. Radiant Instruments are designed for a standard 2.25” cutout, using up to 100 milliamps of power from a supply of eight to 14 volts. All instruments are dimmable. For more information, please contact
American Aircraft Sales Co. WE HAVE MOVED! 50 YEARS IN BUSINESS–NEW LOCATION
1982 Cessna 172P 180 HP
1980 Cessna 182Q Skylane II
1387 SNEW 180 HP Engine, 5200 TTSN, IFR, Hangar Kept, Looks like new, NDH. ........CALL!
One owner and hangared since new, 2200 TTSN, 200 SMOH, just like new, NDH ..............$95,000
1979 Piper Warrior II 161
1977 Cessna 310R 1864 TTSN A&E, NARCO IFR, A/P, Good Original Paint and Interior, NDH, ..$99,950
1278 SMOH, 15,193 TTSN, Garmin Avionics, ......................................$19,950
1969 Piper Cherokee 180D
1963 Cessna 210C
1969 Piper Cherokee 180D, 4400 TTSN, 1200 SMOH, Digital IFR, NDH, Mechanic Special, ............$19,950
One owner and hangared since 1976, 1197 SMOH, 2789 TTSN, COMPLETE LOGS, NDH ......$29,950
TWO AVAILABLE
Aircraft Spruce at 1-877/477-7823 or 951/372-9555 and reference Belite Radiant. Aircraft Spruce’s complete product line is available at www.aircraftspruce.com. Request your complimentary copy of the company’s free 1,100 plus- page catalog (available in print, CD, or PDF formats).
2ND ANNUAL AOPA HIGH SCHOOL AVIATION STEM SYMPOSIUM COMING TO SEATTLE
The Aircraft Owners and Pilots Association (AOPA) will host the second annual AOPA High School Aviation STEM Symposium at the Museum of Flight in Seattle, Wash., Nov. 6 and 7. Nearly 200 aviation educators and administrators from around the country who are dedicated to building and strengthening aviation STEM programs in high schools will attend this year’s symposium, which will be focused on teaching practices, starting an aviation STEM program, and building partnerships. Additionally, the final session of the symposium will be a discussion of the recently announced partnership between AOPA and Purdue University to develop aviation STEM curricula for high schools. What: AOPA High School Aviation
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STEM Symposium at the Museum of Flight, 9404 East Marginal Way S., Seattle, WA 98108 on Nov. 6-7, 2016. Visit AOPA’s website at www.aopa.org to register and learn more. The High School Aviation STEM Symposium is part of AOPA’s You Can Fly program. AOPA launched You Can Fly in Jan. 2015 to build a vibrant, growing, and self-sustaining community of active pilots. You Can Fly is moving the needle when it comes to building and supporting the pilot population with programs to improve student completion rates, bring lapsed pilots back to the cockpit, introduce young people to aviation careers, and provide a costeffective way to fly and share that experience with a community of fellow pilots.
1955 Beechcraft T-34B Mentor
1958 Beechcraft T-34A
Gray with US Aircraft markings.............Make Offer
1861 TTSN, 265 hrs since restorations, like new ..................................................................$179,950
1942 Grumman Bearcat F8F-2
1944 North American P-51 D Mustang
820 hours since new...Considering Offers
588 hours since new.....Considering Offers
We Have Moved...
• Livermore Airport • 550 Airway Blvd. • Livermore, CA Office Space & Tie Downs Available for Rent Robert Coutches
Cell - (510) 783-2711 • (925) 449-5151 www.americanaircraft.net
In Flight USA Celebrating 30 Years
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AIRCRAFT We have moved! American Aircraft Sales, now at Livermore Airport, CA, www.americanaircraft.net, cell (510) 783-2711, (925) 449-5151. 3/13 From Trade-ins to Aircraft Management, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 8985151, www.tjair.com. 3/13
Husky - America's Favorite Taildragger. Call to schedule your own Husky Experience. Aviat Aircraft, Afton, WY, (307) 885-3151, husky.aviataircraft.com. 12504:TFN J.T. Evans Aircraft Sales. Specializing in landing gear & control surfaces. Also recovery & storage for singles & light twins. (800) 421-1729, Orlando, FL. 11/14 Largest variety of quality aircraft, plus training and other services. Alliance International Aviation Flight Centers at Chino, Riverside and Brackett Field, CA, airports. www.AIAFlight.com. 11/13
AirplanesUSA Aircraft Sales, new office at San Carlos, CA, Airport, www. airplanesusa.com, (650) 394-7610.1/16 Fly right, fly better & fly with Attitude. Under new management. Check out our expanded fleet. Attitude Aviation, Livermore, CA, (925) 456-2276, www. attitudeaviation.com. 11/16
ERCOUPE
Aerobatics instruction and air shows. Anna Serbinenko's Sky Dancer, (604) 946-7744, www.cfc.aero. 7/15
AVIONICS Avionics for Every Mission. Installation, bench repair, a/p specialist, all major brands. Airtronics, Calaveras County Airport, CA, www.airtronicsavionics. com, (209) 736-9400. 11/14
Basic installs to complete panel and glass retrofits. Great service and value pricing. Pacific Coast Avionics, (800) 353-0370, www.PCA.aero. 7/15
Aerial Avionics, FAA CRS 7IAR379B. Reid-Hillview Airport, San Jose, CA, (408) 258-5858, www.aerialavionics.com. 10/16
ENGINES Quality, Service & Price, keeping the cost of aircraft engine maintenance down. Aircraft Specialties Services, Tulsa OK, (918) 836-6872. 10/06 Corona Aircraft Engines. Complete engine overhauls on all Continental & Lycoming engines. ECI Titans in stock. Corona Airport, CA, (951) 736-6452, www.coronaengines.com. 8/14 Aircraft Engine Parts & Service. Gibson-Aviation, El Reno, OK, (800) 9924880, gibsonaviation@msn.com. 11/14
FUEL Fuel Cells. Repair, overhaul or new. New tanks with 10-year warranty. Hartwig Aircraft Fuel Cell Repair, www. hartwigfuelcell.com. 2/09
PROPELLERS 1959 Forney F1 Aircoupe, 1870 TT, 90hp. Full gyro panel, rudder pedals, Com120, transponder, intercom. Very clean, all logs. Sy Kipp, (530) 891-8885, (530) 513-2008. New consignments welcome. 161100:12
Complete Propeller & Governor Service. Tiffin Aire, Tiffin, OH, (800) 5537767, (419) 447-4263. 2/08
OXYGEN SUPPLIES
www.sportys.com your single source for quality educational aviation products— always at a good price fax 1.800.543.8633 phone 1.800.SPORTYS Clermont County/Sporty’s Airport Batavia, OH 45103 2522:TFN
Aircraft Tool Supply. "Serving the aviation Industry for over 40 years." www. aircraft-tool.com 10/16
SERVICES Protect your assets. Legally avoid California Aircraft Sales and Use taxes. Call for free consultation. Associated Sales Tax Consultants Inc., (916) 3691200 or visit www.astc.com. 3/06 Divorce-Paternity Cases. Contact Lawyers for Men's Rights, (213) 3848886, www.mensrightslawyers.com. Offices of Stuart J. Faber. 4/10 Susan Biegel, MD, Certified FAA Medical Examiner, Upland, CA, (909) 985-1908, wwww.susanbiegelmd.com. 11/16
Let your dreams soar! Aircraft loans tailored to your needs. Liberty Bank, (831) 338-6477, libertybk.com. 1/15
Aviation Marketing/Copywriting Expert for your projects. A published former TWA captain/instructor. Bert Botta, (415) 320-9811, www.bertbotta.com. 1/16
AIRCRAFT FINANCING Get Top Retail for Your Aircraft Aircraft sales, jet sales, management, financing. USA Aircraft Brokers, (877) 417-3069. 51218:TFN
HOMES/AIRPARKS Aviation Property Specialists in California. Nickson & Associates, (530) 6779760, www.nickson.biz. 11/16
HOMEBUILTS
HANGARS/TIEDOWNS
Now for Sale: Hollmann's Super Stallion & Production Rights Faster, farther, carry more for less cost. Aircraft Designs, www.aircraftdesigns. com. Contact Rita at (831) 621-8760 or email jets@mbay.net. 161000:TFN
Aviation Building Systems, custom designed hangars for 44 years. R&M Steel Co., Caldwell, ID, (208) 454-1800, (866) 454-1800, www.aviationbuildingsystem.com. 51217:TFN
Kitfox Aircraft. Building kits for 30 years. Homedale Municipal Airport, ID, www.kitfoxaircraft.com, (208) 3375111. 8/14
SAILPLANES/SOARING Fast-track soaring training. Arizona Soaring, Estrella Sailport, Maricopa, AZ, (520) 568-2318. 11/07
FLIGHT INSTRUCTION Old School Aviation. Advanced Warbird training. Contact Dan Vance (707) 972-1293 at Sonoma Jet Center, Santa Rosa, CA. 8/14 Gavilan College Aviation Maintenance Technology. Spring classes begin Jan. 12, 2017. (408) 852-2861, www.gavilan.edu. 10/16
Arizona Type Ratings CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. www.arizonatyperatings.com, (602) 614-7994. 9309:TFN
Aviation Seminars Private, Commercial, Instrument, CFII and FAA-approved flight instructor refresher courses in 100 major cities. (800) 2579444, www.aviationseminars.com. 10/16
4720:TFN
AIRCRAFT PARTS Aircraft Tool Supply. Ring jobs just got easier. www.aircraft-tool.com. 8/14
Aircraft Parts for General Aviation. Special orders welcome. Aerozona Parts, Phoenix, AZ, (623) 581-6190.1/16 Specializing in oil coolers, fuel heaters, valves and more. Buy, sell, repair, overhaul, exchange. Pacific Oil Cooler Service, La Verne, CA, (800) 866-7335, www.oilcoolers.com. 1/16
PILOT SUPPLIES The Airport Shoppe, Reid-Hillview Airport, San Jose, CA, orders (800) 6344744, www.airportshozppe.com. 10/06
Aircraft Spruce & Supply. Free 700page catalog, Corona, CA, & Peachtree City, GA, www.aircraftspruce.com. 10/06
DuraCharts — Best print quality, resistant to tearing and liquids. Produced by pilots for pilots. www.DURACHARTS. com. 8/14 No cheap imitation watches at HME! Special pricing on ATP series multifunctional watches with Altimeter. To order or for information, (323) 464-6660 or www.hmewatch.com. 11/16
New one-piece doors. Hydraulic or bifold. Schweissdoors.com, (800) 7468273. 1/15
FBOs Serving the General Aviation Community since 1981. Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviation.com.3/13
Corona Air Ventures. Low fuel prices, amenities, tie-downs & hangars. Corona Municipal Airport, (951) 737-1300, www.CoronaAirVentures.com. 8/14
Northgate Aviation Chico Jet Center®
November 2016
Aircraft Sales & Corporate Aircraft Management NAAA-certified appraisals, FDIC & RTC approved. Sterling Air, Carson City, NV, (800) 770-5908, (775) 885-6800, www. sterling-air.com. 11601:TFN
AIRCRAFT INSURANCE Specializing in personal, business and charter aircraft. Best price, coverage & customer service. Zanette Aircraft Insurance Center, (650) 593-3030, (888) 723-3358. 10/06
230 VIDEOS/PHOTOGRAPHY Specializing in aviation photography. www.horizontalrain.com. 1/15
PUBLICATIONS Avionics Checklists & Quick Reference gudes. Available in book, card & new iPad editions. www.Qref.com or from your favorite supply shop. 8/14
The World Beneath Their Wings, A New Millennium of Female Aviators" by Julie Jervis. Dealer inquiries invited. To reserve your copy, call (650) 358-9908. 51108:TFN
Aircraft Insurance WARNING! Don’t even think of calling another agent until you’ve called us first! Access the entire market with just one call. Best rates. Broadest coverage. All markets. Aviation Insurance Resources, (877) 247-7767, www.AIR-PROS.com. 1716:TFN
Things My Flight Instructor Never Told Me & other lessons for aviators of all levels. (561) 752-3261, www.tmfintm. com. 11/07
BUSINESS OPPORTUNITIES
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IN FLIGHT USA, the leading source of general aviation news, seeks writers and photographers to cover all aspects of aviation. Send an SASE for writer’s guidelines to: In Flight USA, P.O. Box 5402, San Mateo, CA 94402. TFN
Complete turn-key proved system. No experience necessary. Will train. Licensed USA Aircraft brokerage.
Call today (504) 723-5566. Visit Business Opportunity Section at www.usaaircraft.com. 4208:TFN
FLYING CLUBS Charter Members Wanted for New Flying Club Bring back the thrill of flying in a Cherokee 180 or a Cessna 182 Whether you’re an aircraft owner, a seasoned pilot, a flight instructor, a student, or just want an affordable way to get back into the sky, join our new Inland Empire Flying Club — an organization that makes flying fun again in well-equipped, clean aircraft. Membership includes maintenance, insurance, servicing or other costs involved in individual ownership. Contact Richard: (562) 208-5280 or ryardusa.com INLAND EMPIRE FLYING CLUB Corona, Chino and Riverside, CA 151100:TFN West Valley Flying Club, San Francisco Bay Area. Palo Alto (650) 856-2030, San Carlos (650) 595-5912, www.wvfc. org. 4/16
Tabooma Flyers Not-for-profit flying club on historic Pearson Field, Vancouver, WA, www. taboomaflyers.org. 4/16
General Aviation Services FAA Charts Available in NoCal Shell Aviation Products Chico, CA, (530) 893-6727 Diamond Service Center, maintenance, rentals, flight school, tiedowns, and hangars. 7707:TFN
The original "Self-Fly Safari." Selfpiloted bush flying in Southern Africa, planned by Hanks Aero Adventures. info@selfflysafari.com, (518) 234-2841, www.SelfFlySafari.com. 7/15
AVIATION CONSULTANTS
AVIATION ART/GIFTS
“Doing it right the first time” Home of Peninsula avionics, sales & service. Jorgenson-Lawrence Aircraft Sales & Management, Palo Alto, CA, Airport. Larry Shapiro, (650) 424-1801. 6107:TFN
Victory Girl Personalized Aviation Nose Art. Quality, service, lasting value. Personalized, hand-crafted art and decals. Contact www.VictoryGirl.com, (909) 297-6688. 11/13
AVIATION TRAVEL
MUSEUMS Yanks Air Museum Chino, CA www.yanksair.com Military Aviation Museum Virginia Beach, VA (757) 721-7767 www.militaryaviationmuseum.org Historic Flight Foundation Paine Field, Mukilteo, WA (425) 348-3200/historicflight.org American Helicopter Museum West Chester, PA, (610) 436-9600 www.americanhelicopter.museum Palm Springs Air Museum Palm Springs, CA (760)778-6262, www.psam.org Planes of Fame Air Museum Chino, CA (909) 597-3722 www.planesoffame.org Warbirds West Air Museum Gillespie Field, El Cajon, CA (858) 414-6258/www.wwam.org
CLUBS/ORGANIZATIONS List your non-profit club or organization FREE on a space available basis. Send information to: 3rdavenue@embarqmail.com Aircraft Owners & Pilots Assn. (AOPA) www.aopa.org EAA Young Eagles Offers free flights for aspiring pilots ages 8 to 17 www.youngeagles.org
Sell Your Airplane FAST!! with an In Flight USA Classified Ad
Call (650) 358-9908 Current Ad Expiring? To renew, email: 3rdavenue@embarqmail.com
Total Performance: RVs Are Those Airplanes
(Vans Aircraft)
(Ed Hicks)
(Vans Aircraft)
Continued from Page 4 performance, so they remain almost unaffected by bugs and rain. The low-pitching moment allows cruise trim drag to be kept to a minimum. The RV-9/9A uses a Roncz airfoil design with a slightly longer wingspan, shorter chord, and slotted flaps for better flow speed performance. The RV-10 uses a similar wing but with a slightly different airfoil. With these types of options, Van’s offers expert sales, performance and, of course, building support from their team of professionals to assist from buying the right kit to meeting individual and personal needs to every step of the building process through completion. “Our RV kits are complete and the process of building is relatively easy,” said Adam Burch, a member of the engineering department. “In fact, the higher the model number, the easier it is to build,” he said. All necessary aluminum forming is done; all welding is completed at the factory. Molded canopies and fiberglass parts are supplied. All the hardware is included. Most steel parts are powder coated. In RV-7/8/9/10/12/14 kits, rivet and bolt holes are pre-punched into all the parts. All part alignments, fastener spacing’s and measurements are set at the factory. When the builder aligns the holes, the parts must be in the correct position. An RV-14 standard kit should take 1,100-1,200 hours. The Light Sport RV12 takes only 800 hours until it’s ready to fly. The larger RV-10 might take 2,000. As a rough approximation, based on builder reports, we estimate about 2,0002,200 “person-hours” for an RV-3 or RV-
The RV-14, roomy, fast, aerobatic, beautiful.
4, but significantly less time is involved in the matched-hole kits used to construct subsequent designs. The company estimate for the RV-7/8/9 airplanes is about 1,400-1,500 hours. These estimates presuppose a basic airplane, inside and out. Complex avionics, instruments, and fancy interiors or paint jobs can add hundreds of hours to the project. Wondering if you have what it takes to build an airplane, Van’s says thousands have built them, and there are 9,519 RVs flying today. But it takes desire, dedication, and determination. While the builder is encouranged and supported, it should be noted that Van’s offfers the RV-12 as S-LSA flyaway airplane, no building required. “Due to the different regulatory nature of the LSA world, we are able to offer a complete airplane ready at the factory, made to specification with regards to avionics, paint, etc,” said Burch. Van’s works in conjunction with high school programs that allow student groups to build an aircraft while simultaneously giving young people the opportunity to develop math and science skills and an interest in aviation. Some youth come from under privileged backgrounds and would otherwise not be introduced to aviation and the opportunities stemming from the learning process involved in building an airplane. Van gets very involved with the programs and mentors the kids. Often times, Van himself will buy a kit and donate it to the program where students build the plane. “Most of the teen group members spend every
Saturday for a year on the project,” noted Burch. Van stays close by, teaching and mentoring along the way. While Van’s mission is to allow for affordable airplanes for the regular person, the company’s involvement with youth programs augments their mission to draw in entrepreneurship and professional collegiate training in an area students might otherwise overlook or not have access to at all, like engineering. It should be noted that comfort and safety are paramount concerns to Van’s engineers. They choose upright seating over supine. “We felt that it would be illogical to lay the passengers down and then have them try to see forward over the engine,” states the company website. “Too many airplanes contort their occupants to suit their shape. We choose to provide generous leg room, shoulder room, and head room first and design the airplane around them. RV cockpits are quite roomy and accommodate pilots and passengers up to 6'4" tall – even taller in the RV-8/8A. Minor modifications are possible to allow even taller people to fit.” Speaking of comfort, the RV-14 is the newest airplane from Van’s Aircraft, Inc. It continues and improves on the legacy of the most successful side-byside two-seat kit aircraft in history: Van’s RV-6, RV-7, RV-9, and RV-12. The upright seating position and large bubble canopy provide superb visibility in all directions. The large cabin (as wide as many four-seat airplanes) is truly roomy. “We expect that the RV-14 will really come into its own as a sport touring air-
plane. The power and the wing will take a fully loaded RV-14 to cruising altitudes that easily clear any terrain on the continent,” according to the website. “Operational safety and crash survivability, often overlooked in homebuilts, are primary concerns to everyone at Van’s,” said Burch. To limit the possibility of accidents, RVs have excellent controllability, gentle stall characteristics, and superb visibility. “In the event of an unavoidable crash landing, (engine failure over rough terrain, for instance) their low landing speed has been a real lifesaver. A crash at 50 mph is 70 percent more survivable than one at 65 mph. This, along with the rugged cockpit structure and sturdy roll bar should permit you to walk away from, or at least survive, almost any controlled landing,” states the website. In the early days, Van coined the term “Total Performance” to describe his design goals. In 30 years, they haven’t come up with a better description. While the RVs are excellent cross-country airplanes, they are not simply “go-fast” machines. They have outstanding lowspeed characteristics and short-field capabilities, a rare combination. Balancing all the competing and conflicting requirements involved in a “total performance” airplane is a difficult task – just think of how few airplanes have really done it well. RVs are those airplanes. Van’s Aircraft Inc. is located at 14401 Keil Road NE, Aurora, Oregon 97002. They can be reached at 503/6786546 and on the web at www.vansaircraft.com.
50
In Flight USA Celebrating 30 Years
November 2016
AD INDEX Aerozona Parts ....................42
Art Nalls ..............................39
Aircraft Spruce....................15
Aircraft Specialty Service ..19
J.T. Evans ..............................4
Sterling Air ..........................13
Attitude Aviation ................51
Kitfox ..................................11
TJs Aircraft Sales ................23
Aviation Oxygen ..................9
Old School Aviation............45
Assoc. Sales Tax Consult. ..35
Jorgenson Lawrence ..........50
Aircraft Tool Supply ......9, 27
Aviation Ins. Resources ......22
Airtronics ..............................2
Corona Air Venture ............28
Pacific Coast Avionics..10, 27
USA Aircraft Brokers ........33
Divorce for Men..................26
Planes of Fame History 20, 27
Victory Girl..........................52
Airplanes USA Aircraft Sales..6
Alliance Intl. Aviation ..........6
Corona Aircraft Engines ....37
AAHS ..................................26
Dr. Susan Biegel, MD ........14
Arizona Soaring ..................21
Hartwig ..................................3
American Aircraft Sales ....47 AOPA ..............................7, 27
Arizona Type Ratings ........16
Gibson Aviation ..................22 HME Watches ....................30
Mountain High Oxygen..3, 27
Tiffin Air..............................43
Pacific Oil Cooler ..............16 QREF Media ......................18 R&M Steel ..........................14 Schweiss Doors ..................42
TravelAire Tour ..................20 US Sport Aviation Expo ....21
Vans Aircraft........................24
Wisconsin Aviation ............12
Zanette AC Insurance ..........5
Sky Dancer ............................7
“Still Specializing In First Time Buyers And Student Pilots Needs" Happy Thanksgiving, Happy Voting & Happy Birthday to Larry!
Late Model - Recent Annual, Prettiest 210 you’ll ever see!
JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT HOME OF WHAT’S UP?! AIRSHOW ENTERTAINMENT
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Located at the beautiful Palo Alto Airport (PAO) in the Baylands Recreational Area where aviation, golf, nature and good food live in harmony creating a comfortable and convenient setting to select a new airplane. South of San Francisco along the west side of the bay, north of San Jose.
Larry Shapiro • Larry@LarryShapiro.com • Or Call Us! 916-804-1618 For more information about these planes and others, Please Visit Our Web Site: www.LarryShapiro.com
THE PLACE TO FLY
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Our Aircraft (Price includes fuel) CESSNA 152II (N152GB) ..................................................$94 PIPER CHEROKEE PA-28-140 (N2468T, Dual Nav Comm DME) ......................................$119 PIPER WARRIOR PA-28-151 (N44709, Garmin 430, Stec two axis autopilot) ................$129 CITABRIA 7GCBC BELLANCA (N1061E, 1977, Metal Spar, Aerobatic, 150HP) ..............$137 CESSNA 172M SKYHAWK (N61699, 160 HP, Garmin 650 IFR) ..................................$139 CESSNA 172N SKYHAWK (N49RZ, Garmin 650 IFR) ................................................$139 CESSNA 172P SKYHAWK (N90558, 160HP, Garmin 530 GPS, IFR)..........................$139 CESSNA 172SP SKYHAWK (N324SP, 180HP, King IFR, Autopilot, Leather) ................$145 CITABRIA 7-GCAA (N349SA, Aerobatic, 180HP) ............................................$150 CESSNA 172P SKYHAWK (N13CB, 160HP, Aspen Glass, Garmin 750, Autopilot) ....$150 PIPER ARROW PA-28R-200 (N169JP, 200HP, Garmin 430 IFR)....................................$150 CESSNA 172RG CUTLASS (N788KB, 180HP, C.S. Prop, Garmin 430) ........................$155
SUPER DECATHLON 8KCAB (N78GC, 2001, 180HP) ....................................................$170 CESSNA 182Q SKYLANE (N7578S, Garmin 796, Autopilot) ......................................$185 CESSNA 182S SKYLANE (N374TC, Aspen, KSN 770 GPS) ....................................$195 BONANZA F33A (N1566P, GPS, King Avionics, Autopilot) ..........................$240 PIPER SARATOGA PA-32-301 (N8290X, Garmin 530 W, 2 Axis Coupled Autopilot) ........$255 BEECHCRAFT T-34 MENTOR (N88PF)..........................$260 PIPER SENECA PA-34-200 (N4399E, Garmin 650, Multiengine Trainer)......................$300 PITTS S-2C (N15TA)........................................................$329 PIPER TURBO AZTEC PA-23T-250 (N200DF, GPS, Stec 60-2. 6 Place, 02) ............................$380 NORTH AMERICAN T-6 TEXAN (N555Q, Your chance to fly a real WARBIRD) ..................$598 NAVAJO CHIEFTAN PA-31-350 (N151ST, 1979, New paint/interior, engines, props, glass panel) ......................................................................$800
Come and compare our selection of aircraft rentals CALL TO BOOK OR COME ON BY TODAY
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925-456-2276 WWW.ATTITUDEAVIATION.COM INFO@ATTITUDEAVIATION.COM
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